Flight control for flight-restricted regions

ABSTRACT

Systems, methods, and devices are provided for providing flight response to flight-restricted regions. The location of an unmanned aerial vehicle (UAV) may be compared with a location of a flight-restricted region. If needed a flight-response measure may be taken by the UAV to prevent the UAV from flying in a no-fly zone. Different flight-response measures may be taken based on the distance between the UAV and the flight-restricted region and the rules of a jurisdiction within which the UAV falls.

CROSS REFERENCE

This application is a continuation application of U.S. application Ser.No. 14/262,563 filed on Apr. 25, 2014, which is a continuation-in-partapplication of International Application No. PCT/CN2014/073143, filed onMar. 10, 2014, which is incorporated herein by reference in itsentirety.

BACKGROUND OF THE INVENTION

Aerial vehicles such as unmanned aerial vehicles (UAVs) can be used forperforming surveillance, reconnaissance, and exploration tasks formilitary and civilian applications. Such vehicles may carry a payloadconfigured to perform a specific function.

The air traffic control of every country (for example in the US, this isthe FAA) has various regulations for airspace near airports or otherregions. For example, within a certain distance of an airport, all UAVsare prohibited from flying, no matter what altitude or range of the UAV.That is to say, it is illegal to fly UAVs within a certain distance ofan airport. In fact, it is also extremely dangerous.

SUMMARY OF THE INVENTION

In some instances, it may be desirable for to control flight of anaerial vehicle, such as an unmanned aerial vehicle (UAV), to permit aresponse to detected flight-restricted regions, such as airports. Thus,a need exists for improved flight control for flight-restricted regions.The present invention provides systems, methods, and devices related todetecting and responding to flight-restricted regions. Relativelocations between a UAV and one or more flight-restricted regions may bedetermined. This may include calculating a distance between the UAV andthe flight-restricted region. Based on this information, a flightresponse of the UAV may be implemented, such as landing the UAVimmediately, providing some time to permit the UAV to land, and/orproviding an alert or warning of the proximity of the flight-restrictedregion.

An aspect of the invention is directed to a method for assessing flightresponse of an unmanned aerial vehicle to a flight-restricted region,said method comprising: assessing a location of the unmanned aerialvehicle; assessing a location of a flight-restricted region;calculating, with aid of a processor, a distance between the unmannedaerial vehicle and the flight-restricted region using the location ofthe unmanned aerial vehicle and the location of the flight-restrictedregion; assessing, with aid of the processor, whether the distance fallswithin a first distance threshold or a second distance threshold greaterthan the first distance threshold; and instructing the unmanned aerialvehicle to take (1) a first flight response measure when the distancefalls within the first distance threshold, and (2) a second flightresponse different from the first flight response measure when thedistance falls within the second distance threshold and outside thefirst distance threshold.

In some embodiments, the location of the unmanned aerial vehicle can beassessed with aid of a GPS signal at the unmanned aerial vehicle. Thelocation of the flight-restricted region can be assessed by accessing alocal memory of unmanned aerial vehicle which includes locations for aplurality of flight-restricted regions. The local memory may be updatedwith the locations of the plurality of flight-restricted regions whenthe unmanned aerial vehicle communicates with an external device via awired or wireless connection. In some instances, the local memory isupdated with the locations of the plurality of flight-restricted regionswhen the unmanned aerial vehicle communicates with a communicationnetwork.

The flight-restricted region may be an airport.

In accordance with some implementations, the distance can be calculatedusing an ENU coordinate system. The location of the unmanned aerialvehicle may be converted to an ECEF coordinate system. The location ofthe unmanned aerial vehicle can be further converted to an ENUcoordinate system. The distance may be calculated at specified timeintervals.

The flight-restricted region may be selected from a plurality ofpossible flight restricted regions based on proximity of the unmannedaerial vehicle when the unmanned aerial vehicle is turned on.

The first flight response measure may be to automatically land theaerial vehicle on a surface. The second flight response measure can beto provide an operator of the unmanned aerial vehicle with a time periodto land the aerial vehicle on a surface, after which the unmanned aerialvehicle will automatically land. The method may further compriseassessing, with aid of the processor, whether the distance falls withina third distance threshold greater than the second distance threshold;and instructing the unmanned aerial vehicle to take (3) a third flightresponse different from the first flight response and the second flightresponse when the distance falls within the third threshold and outsidethe second threshold. The third flight response measure may be toprovide an alert to an operator of the unmanned aerial vehicle that theunmanned aerial vehicle is near the flight-restricted region.

An unmanned aerial vehicle may be provided in accordance with anotheraspect of the invention. The unmanned aerial vehicle may comprise: aprocessor configured to (1) receive a location of the unmanned aerialvehicle and calculate a distance between the location of the unmannedaerial vehicle and a location of a flight-restricted region, and (2)assess whether the distance falls within a first distance threshold or asecond distance threshold greater than the first distance threshold; andone or more propulsion units in communication with the processor thatpermit the unmanned aerial vehicle to take (1) a first flight responsemeasure when the distance falls within the first distance threshold, and(2) a second flight response different from the first flight responsemeasure when the distance falls within the second distance threshold andoutside the first distance threshold.

The location of the unmanned aerial vehicle may be received with aid ofa GPS signal at the unmanned aerial vehicle. The unmanned aerial vehiclemay include a local memory that stores the location of theflight-restricted region and further stores locations for a plurality offlight-restricted regions. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with an external device via a wiredor wireless connection. The local memory can be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with a communication network.

The flight-restricted region may be an airport.

In some embodiments, the processor of the unmanned aerial vehiclecalculates the distance using an ENU coordinate system. The processormay convert the location of the unmanned aerial vehicle to an ECEFcoordinate system. The processor may further convert the location of theunmanned aerial vehicle to an ENU coordinate system. Optionally, theprocessor calculates the distance at specified time intervals.

The processor may select the flight-restricted region from a pluralityof possible flight restricted regions based on proximity of the unmannedaerial vehicle when the unmanned aerial vehicle is turned on.

The first flight response measure may be to automatically land theaerial vehicle on a surface. The second flight response measure can beto provide an operator of the unmanned aerial vehicle with a time periodto land the aerial vehicle on a surface, after which the unmanned aerialvehicle will automatically land. The method may further compriseassessing, with aid of the processor, whether the distance falls withina third distance threshold greater than the second distance threshold;and instructing the unmanned aerial vehicle to take (3) a third flightresponse different from the first flight response and the second flightresponse when the distance falls within the third threshold and outsidethe second threshold. The third flight response measure may be toprovide an alert to an operator of the unmanned aerial vehicle that theunmanned aerial vehicle is near the flight-restricted region.

Additional aspects of the invention may be directed to a method forassessing flight response of an unmanned aerial vehicle to aflight-restricted region, said method comprising: assessing a generallocation of the unmanned aerial vehicle by assessing a location of anexternal device in communication with the unmanned aerial vehicle;assessing a location of a flight-restricted region; calculating, withaid of a processor, a distance between the unmanned aerial vehicle andthe flight-restricted region using the general location of the unmannedaerial vehicle and the location of the flight-restricted region;assessing, with aid of the processor, whether the distance falls withina distance threshold; and instructing the unmanned aerial vehicle totake a flight response measure when the distance falls within thedistance threshold.

The location of the external device may be assessed with aid of a GPSsignal at the external device. The general location of the unmannedaerial vehicle may be the location of the external device. The externaldevice may be a mobile terminal capable of receiving data from theunmanned aerial vehicle. The data may include image data captured by acamera of the unmanned aerial vehicle and the mobile terminal includes adisplay capable of displaying the image data. The mobile terminal may bea mobile phone in some implementations. The mobile terminal may becapable of transmitting control data to the unmanned aerial vehicle andthereby control the flight of the unmanned aerial vehicle. The mobileterminal may communicate with the unmanned aerial vehicle via a directcommunication technique. The direct communication technique can includeWiFi or Bluetooth. The mobile terminal may communicate with the unmannedaerial vehicle via an indirect communication technique. A mobile basestation may be used to assess the location of the mobile terminal.

Optionally, the location of the flight-restricted region can be assessedby accessing a local memory of unmanned aerial vehicle which includeslocations for a plurality of flight-restricted regions. The local memorymay be updated with the locations of the plurality of flight-restrictedregions when the unmanned aerial vehicle communicates with an externaldevice via a wired or wireless connection. The local memory may beupdated with the locations of the plurality of flight-restricted regionswhen the unmanned aerial vehicle a communication network.

In some embodiments, the flight-restricted region is an airport.

The distance may be calculated using an ENU coordinate system. Thelocation of the unmanned aerial vehicle may be converted to an ECEFcoordinate system. In some cases, the location of the unmanned aerialvehicle is further converted to an ENU coordinate system. The distancemay be calculated at specified time intervals.

The flight-restricted region may be selected from a plurality ofpossible flight restricted regions based on proximity of the unmannedaerial vehicle when the unmanned aerial vehicle is turned on.

Optionally, the flight response measure can be to automatically land theaerial vehicle on a surface. In another implementation, the flightresponse measure can be to provide an operator of the unmanned aerialvehicle with a time period to land the aerial vehicle on a surface,after which the unmanned aerial vehicle will automatically land.Alternatively, the flight response measure may be to provide an alert toan operator of the unmanned aerial vehicle that the unmanned aerialvehicle is near the flight-restricted region.

Further aspects of the invention may be directed to an unmanned aerialvehicle comprising: a processor configured to (1) receive a location ofan external device in communication with the unmanned aerial vehicle andassess a general location of the unmanned aerial vehicle using thelocation of the external device, (2) calculate a distance between thegeneral location of the unmanned aerial vehicle and a location of aflight-restricted region, and (3) assess whether the distance fallswithin a distance threshold; and one or more propulsion units incommunication with the processor that permit the unmanned aerial vehicleto take a flight response measure when the distance falls within thedistance threshold.

In some embodiments, the location of the external device may be receivedwith aid of a GPS signal at the external device. The general location ofthe unmanned aerial vehicle may be the location of the external device.The external device can be a mobile terminal capable of receiving datafrom the unmanned aerial vehicle. The data may include image datacaptured by a camera of the unmanned aerial vehicle and the mobileterminal includes a display capable of displaying the image data. Themobile terminal may be a mobile phone in some implementations. Themobile terminal may be capable of transmitting control data to theunmanned aerial vehicle and thereby control the flight of the unmannedaerial vehicle. The mobile terminal may communicate with the unmannedaerial vehicle via a direct communication technique. The directcommunication technique can include WiFi or Bluetooth. The mobileterminal may communicate with the unmanned aerial vehicle via anindirect communication technique. A mobile base station may be used toassess the location of the mobile terminal.

The unmanned aerial vehicle may include a local memory storing thelocation of the flight-restricted region and further storing locationsfor a plurality of flight-restricted regions. The local memory may beupdated with the locations of the plurality of flight-restricted regionswhen the unmanned aerial vehicle communicates with an external devicevia a wired or wireless connection. In some instances, the local memoryis updated with the locations of the plurality of flight-restrictedregions when the unmanned aerial vehicle a communication network.

The flight-restricted region can be an airport, in accordance with someimplementations of the invention.

The processor may be configured to calculate the distance using an ENUcoordinate system. Optionally, the processor is configured to convertthe location of the unmanned aerial vehicle to an ECEF coordinatesystem. The processor may be configured to further convert the locationof the unmanned aerial vehicle to an ENU coordinate system. In someinstances, the processor is configured to calculate the distance atspecified time intervals.

The processor may be configured to select the flight-restricted regionfrom a plurality of possible flight restricted regions based onproximity of the unmanned aerial vehicle when the unmanned aerialvehicle is turned on.

Optionally, the flight response measure can be to automatically land theaerial vehicle on a surface. In another implementation, the flightresponse measure can be to provide an operator of the unmanned aerialvehicle with a time period to land the aerial vehicle on a surface,after which the unmanned aerial vehicle will automatically land.Alternatively, the flight response measure may be to provide an alert toan operator of the unmanned aerial vehicle that the unmanned aerialvehicle is near the flight-restricted region.

A method for assessing flight response of an unmanned aerial vehicle toa flight-restricted region may be provided in accordance with anotheraspect of the invention. The method may comprise: assessing a locationof the unmanned aerial vehicle; assessing a location of aflight-restricted region; calculating, with aid of a processor, relativepositioning between the unmanned aerial vehicle and theflight-restricted region using the location of the unmanned aerialvehicle and the location of the flight-restricted region; assessing,with aid of the processor, a jurisdiction within which the unmannedaerial vehicle is located, based on the location of the unmanned aerialvehicle, and one or more flight restriction rules provided within thejurisdiction; and instructing the unmanned aerial vehicle to take aflight response measure when the relative positioning between theunmanned aerial vehicle and the flight-restricted region falls under theone or more flight restriction rules.

The location of the unmanned aerial vehicle may be assessed with aid ofa GPS signal at the unmanned aerial vehicle. The location of theflight-restricted region can be assessed by accessing a local memory ofunmanned aerial vehicle which includes locations for a plurality offlight-restricted regions. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with an external device via a wiredor wireless connection. The local memory can be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with a communication network.

The flight-restricted region may be an airport.

The relative positioning between the unmanned aerial vehicle and theflight-restricted region may include a distance between the unmannedaerial vehicle and the flight-restricted region. The distance may becalculated using an ENU coordinate system. The one or more flightrestriction rules may provide the flight response measure when thedistance falls within a distance threshold. The distance threshold maybe selected based on the one or more flight restriction rules of thejurisdiction. The jurisdiction may be a country and the one or moreflight restriction rules may include laws or regulations of the country.

In some embodiments, the flight response measure may be to automaticallyland the aerial vehicle on a surface. The flight response measure is toprovide an operator of the unmanned aerial vehicle with a time period toland the aerial vehicle on a surface, after which the unmanned aerialvehicle will automatically land, in accordance with other embodiments.The flight response measure may be to provide an alert to an operator ofthe unmanned aerial vehicle that the unmanned aerial vehicle is near theflight-restricted region.

Aspects of the invention may also provide an unmanned aerial vehiclecomprising: a processor configured to (1) receive a location of anunmanned aerial vehicle and calculate a relative position between thelocation of the unmanned aerial vehicle and a location of aflight-restricted region, and (2) assess a jurisdiction within which theunmanned aerial vehicle is located, based on the location of theunmanned aerial vehicle, and one or more flight rules provided withinthe jurisdiction; and one or more propulsion units in communication withthe processor that permit the unmanned aerial vehicle to take a flightresponse measure when the relative positioning between the unmannedaerial vehicle and the flight-restricted region falls under the one ormore flight restriction rules.

The location of the unmanned aerial vehicle may be received with aid ofa GPS signal at the unmanned aerial vehicle. The unmanned aerial vehiclemay include a local memory storing the location of the flight-restrictedregion and further storing locations for a plurality offlight-restricted regions. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with an external device via a wiredor wireless connection. The local memory can be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with a communication network.

In some embodiments, the flight-restricted region is an airport.

The relative positioning between the unmanned aerial vehicle can includea distance between the unmanned aerial vehicle and the flight-restrictedregion. The processor may calculate the distance using an ENU coordinatesystem. The one or more flight restriction rules may provide the flightresponse measure when the distance falls within a distance threshold.The distance threshold can be selected based on the one or more flightrestriction rules of the jurisdiction. The jurisdiction may be a countryand the one or more flight restriction rules may include laws orregulations of the country.

In some embodiments, the flight response measure may be to automaticallyland the aerial vehicle on a surface. The flight response measure is toprovide an operator of the unmanned aerial vehicle with a time period toland the aerial vehicle on a surface, after which the unmanned aerialvehicle will automatically land, in accordance with other embodiments.The flight response measure may be to provide an alert to an operator ofthe unmanned aerial vehicle that the unmanned aerial vehicle is near theflight-restricted region.

Moreover, aspects of the invention may provide a method for evaluating atakeoff condition for an unmanned aerial vehicle, said methodcomprising: assessing a location of the unmanned aerial vehicle at reston a surface; assessing a location of a flight-restricted region;calculating, with aid of a processor, a distance between the unmannedaerial vehicle and the flight-restricted region using the location ofthe unmanned aerial vehicle and the location of the flight-restrictedregion; assessing, with aid of the processor, whether the distance fallswithin a distance threshold; and preventing the unmanned aerial vehiclefrom taking off from the surface when the distance falls within thedistance threshold.

The location of the unmanned aerial vehicle may be assessed with aid ofa GPS signal at the unmanned aerial vehicle. The location of theflight-restricted region may be assessed by accessing a local memory ofunmanned aerial vehicle which includes locations for a plurality offlight-restricted regions. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with an external device via a wiredor wireless connection. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with a communication network.

The flight-restricted region may be an airport.

In some embodiments, the distance can be calculated using an ENUcoordinate system. The location of the unmanned aerial vehicle may beconverted to an ECEF coordinate system. The location of the unmannedaerial vehicle can be further converted to an ENU coordinate system.

The flight-restricted region may be selected from a plurality ofpossible flight restricted regions based on proximity of the unmannedaerial vehicle when the unmanned aerial vehicle is turned on.

An unmanned aerial vehicle may be provided in accordance with furtheraspects of the invention. The unmanned aerial vehicle may comprise: aprocessor configured to (1) receive a location of the unmanned aerialvehicle and calculate a distance between the location of the unmannedaerial vehicle and a location of a flight-restricted region, and (2)assess whether the distance falls within a distance threshold; and oneor more propulsion units in communication with the processor that permitthe unmanned aerial vehicle to take off when the distance exceeds thedistance threshold, and prevents the unmanned aerial vehicle from takingoff when the distance falls within the distance threshold, in responseto instructions from the processor.

In some embodiments, the location of the unmanned aerial vehicle isreceived with aid of a GPS signal at the unmanned aerial vehicle. Theunmanned aerial vehicle may include a local memory storing the locationof the flight-restricted region and further storing locations for aplurality of flight-restricted regions. The local memory is updated withthe locations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with an external device via a wiredor wireless connection. The local memory may be updated with thelocations of the plurality of flight-restricted regions when theunmanned aerial vehicle communicates with a communication network.

The flight-restricted region may be an airport.

In some implementations, the processor of the unmanned aerial vehiclemay calculate the distance using an ENU coordinate system. The processormay convert the location of the unmanned aerial vehicle to an ECEFcoordinate system. The processor may further convert the location of theunmanned aerial vehicle to an ENU coordinate system. The processor mayselect the flight-restricted region from a plurality of possible flightrestricted regions based on proximity of the unmanned aerial vehiclewhen the unmanned aerial vehicle is turned on.

It shall be understood that different aspects of the invention can beappreciated individually, collectively, or in combination with eachother. Various aspects of the invention described herein may be appliedto any of the particular applications set forth below or for any othertypes of movable objects. Any description herein of aerial vehicles,such as unmanned aerial vehicles, may apply to and be used for anymovable object, such as any vehicle. Additionally, the systems, devices,and methods disclosed herein in the context of aerial motion (e.g.,flight) may also be applied in the context of other types of motion,such as movement on the ground or on water, underwater motion, or motionin space.

Other objects and features of the present invention will become apparentby a review of the specification, claims, and appended figures.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 provides an example of unmanned aerial vehicle locations relativeto a flight-restricted region, in accordance with an embodiment of theinvention.

FIG. 2A shows an example of a plurality of flight-restricted regionproximity zones, in accordance with an embodiment of the invention.

FIG. 2B provides an additional example of a plurality offlight-restricted region proximity zones in accordance with anembodiment of the invention.

FIG. 2C provides an example of a plurality of types of flight-restrictedregions and their related proximity zones, in accordance with anembodiment of the invention.

FIG. 3 provides a schematic illustration of an unmanned aerial vehiclein communication with an external device, in accordance with anembodiment of the invention.

FIG. 4 provides an example of an unmanned aerial vehicle using a globalpositioning system (GPS) to determine the location of the unmannedaerial vehicle, in accordance with an embodiment of the invention.

FIG. 5 is an example of an unmanned aerial vehicle in communication witha mobile device, in accordance with an embodiment of the invention.

FIG. 6 is an example of an unmanned aerial vehicle in communication withone or more mobile devices, in accordance with an embodiment of theinvention.

FIG. 7 provides an example of unmanned aerial vehicle with an on-boardmemory unit, in accordance with an aspect of the invention.

FIG. 8A shows an example of an unmanned aerial vehicle in relation tomultiple flight-restricted regions, in accordance with an embodiment ofthe invention.

FIG. 8B shows an example of a flight limitation feature in accordancewith an embodiment of the invention.

FIG. 9 illustrates an unmanned aerial vehicle, in accordance with anembodiment of the invention.

FIG. 10 illustrates a movable object including a carrier and a payload,in accordance with an embodiment of the invention.

FIG. 11 is a schematic illustration by way of block diagram of a systemfor controlling a movable object, in accordance with an embodiment ofthe invention.

DETAILED DESCRIPTION OF THE INVENTION

The systems, devices, and methods of the present invention provideflight control for an aerial vehicle in response to one or more detectedflight-restricted region. The aerial vehicle may be an unmanned aerialvehicle (UAV), or any other type of movable object. Some jurisdictionshave one or more no-fly zones where UAVs are not permitted to fly. Forexample, in the US, UAVs may not fly within certain proximities ofairports. Therefore, a need exists to provide a no-fly function to UAVsto prevent them from flying in flight prohibited regions.

The location of one or more flight-restricted regions, such as airports,may be stored on-board the UAV. Alternatively, information about thelocation of one or more flight-restricted regions may be accessed from adata source off-board the UAV. The location of the UAV may bedetermined. This may occur prior to take-off of the UAV and/or while theUAV is in flight. In some instances, the UAV may have a GPS receiverthat may be used to determine the location of the UAV. In otherexamples, the UAV may be in communication with an external device, suchas a mobile control terminal. The location of the external device may bedetermined and used to approximate the location of the UAV.

The distance between the UAV and a flight-restricted region may becalculated. Based on the calculated distance, one or more flightresponse measures may be taken. For example, if the UAV is within afirst radius of a flight-restricted region, the UAV may automaticallyland. If the UAV is within a second radius of the flight-restrictedregion, the UAV may be give an operator a time period to land, afterwhich the UAV will automatically land. If the UAV is within a thirdradius of the flight-restricted region, the UAV may provide an alert toan operator of the UAV regarding the proximity of the flight-restrictedregion. In some instances, if the UAV is within a particular distancefrom the flight-restricted region, the UAV may not be able to take off.

The systems, devices, and methods herein may provide automated responseof a UAV to a detected proximity to a flight-restricted region.Different actions may be taken, based on different detected distances tothe restricted region, which may permit the user to take action withreduced interference when not too close, and which may provide greaterinterference to provide automated landing when the UAV is too close tocomply with regulations and provide greater safety. The systems,devices, and methods herein may also use various systems for determiningthe location of the UAV to provide greater assurance that the UAV willnot inadvertently fly into a flight-restricted region.

FIG. 1 provides an example of unmanned aerial vehicle locations 120A,120B, 120C relative to a flight-restricted region 110, in accordancewith an embodiment of the invention.

A flight-restricted region 110 may have any location. In some instances,a flight-restricted region location may be a point, or the center orlocation of the flight-restricted region may be designated by a point(e.g., latitude and longitude coordinates, optionally altitudecoordinate). For example, a flight-restricted region location may be apoint at the center of an airport, or representative of the airport orother type of flight-restricted region. In other examples, aflight-restricted region location may include an area or region. Thearea or region 130 may have any shape (e.g., rounded shape, rectangularshape, triangular shape, shape corresponding to one or more natural orman-made feature at the location, shape corresponding to one or morezoning rules, or any other boundaries. For example, theflight-restricted region may be the boundaries of an airport or othertype of flight-restricted region. In some instances, theflight-restricted region may include a space. The space may be athree-dimensional space that includes latitude, longitude, and/oraltitude coordinates. The three-dimensional space may include length,width, and/or height. The flight-restricted region may include spacefrom the ground up to any altitude above the ground. This may includealtitude straight up from one or more flight-restricted region on theground. For example, for some latitudes and longitudes, all altitudesmay be flight restricted. In some instances, some altitudes forparticular lateral regions may be flight-restricted, while others arenot. For example, for some latitudes and longitudes, some altitudes maybe flight restricted while others are not. Thus, the flight-restrictedregion may have any number of dimensions, and measurement of dimensions,and/or may be designated by these dimension locations, or by a space,area, line, or point representative of the region.

A flight-restricted region may include one or more locations whereunauthorized aerial vehicles may not fly. This may include unauthorizedunmanned aerial vehicles (UAVs) or all UAVs. Flight-restricted regionsmay include prohibited airspace, which may refer to an area (or volume)of airspace within which flight of aircraft is not allowed, usually dueto security concerns. Prohibited areas may contain airspace of defineddimensions identified by an area on the surface of the earth withinwhich the flight of aircraft is prohibited. Such areas can beestablished for security or other reasons associated with the nationalwelfare. These areas may be published in the Federal Register and aredepicted on aeronautical charts in the United States, or in otherpublications in various jurisdictions. The flight-restricted region mayinclude one or more of special use airspace (e.g., where limitations maybe imposed on aircraft not participating in designated operations), suchas restricted airspace (i.e., where entry is typically forbidden at alltimes from all aircraft and is not subject to clearance from theairspace's controlling body), military operations areas, warning areas,alert areas, temporary flight restriction (TFR) areas, national securityareas, and controlled firing areas.

Examples of flight-restricted regions may include, but are not limitedto, airports, flight corridors, military or other government facilities,locations near sensitive personnel (e.g., when the President or otherleader is visiting a location), nuclear sites, research facilities,private airspace, de-militarized zones, certain jurisdictions (e.g.,townships, cities, counties, states/provinces, countries, bodies ofwater or other natural landmarks), or other types of no-fly zones. Aflight-restricted region may be a permanent no-fly zone or may be atemporary area where flight is prohibited. In some instances, a list offlight-restricted regions may be updated. Flight-restricted regions mayvary from jurisdiction to jurisdiction. For instance, some countries mayinclude schools as flight-restricted regions while others may not.

An aerial vehicle, such as a UAV 120A, 120B, 120C may have a location.The location of a UAV may be determined to be one or more coordinates ofthe UAV relative to a reference frame (e.g., underlying earth,environment). For example, the latitude and/or longitude coordinates ofa UAV may be determined. Optionally, an altitude of the UAV may bedetermined. The location of the UAV may be determined to any degree ofspecificity. For example, the location of the UAV may be determined towithin about 2000 meters, 1500 meters, 1200 meters, 1000 meters, 750meters, 500 meters, 300 meters, 100 meters, 75 meters, 50 meters, 20meters, 10 meters, 7 meters, 5 meters, 3 meters, 2 meters, 1 meter, 0.5meters, 0.1 meters, 0.05 meters, or 0.01 meters.

A location of a UAV 120A, 120B, 120C may be determined relative to alocation of flight-restricted region 110. This may include comparingcoordinates representative of the location of the UAV with coordinatesof a location representative of the flight-restricted region. In someembodiments, assessing relative locations between the flight-restrictedregion and the UAV may include calculating a distance between theflight-restricted region and the UAV. For example, if a UAV 120A is at afirst location, the distance d1 between the UAV and theflight-restricted region 110 may be calculated. If the UAV 120B is at asecond location, the distance d2 between the UAV and theflight-restricted region may be calculated. In another example, if theUAV 120C is at a third location, the distance d3 between the UAV and theflight-restricted region may be calculated. In some instances, only thedistances between the UAV and the flight-restricted region may belocated and/or calculated. In other examples, other information, such asdirection or bearing between the UAV and flight-restricted region may becalculated. For example, the relative cardinal direction (e.g., north,west, south, east) between the UAV and flight-restricted region, orangular direction (e.g., angular between) between the UAV andflight-restricted region may be calculated. Relative velocities and/oracceleration between the UAV and flight-restricted region and relateddirections may or may not be calculated.

The distance may be calculated periodically or continuously while theUAV is in flight. The distance may be calculated in response to adetected event (e.g., receiving a GPS signal after not having receivedthe GPS signal for a period of time prior). As the location of the UAVis updated, the distance to the flight-restricted region may also berecalculated.

The distance between a UAV 120A, 120B, 120C and a flight-restrictedregion 110 may be used to determine whether to take a flight responsemeasure and/or which type of flight response measure to take. Examplesof flight response measures that may be taken by a UAV may includeautomatically landing the UAV immediately, providing a time period foran operator of the UAV to land the UAV on a surface after which the UAVwill automatically land if the operator has not already landed the UAV,provide an alert to an operator of the unmanned aerial vehicle that theunmanned aerial vehicle is near the flight-restricted region,automatically take evasive action by adjusting the flight path of theUAV, or any other flight response measure.

In one example, it may be determined whether the distance d1 fallswithin a distance threshold value. If the distance exceeds the distancethreshold value, then no flight response measure may be needed and auser may be able to operate and control the UAV in a normal manner. Insome instances, the user may control the flight of the UAV by providingreal-time instructions to the UAV from an external device, such as aremote terminal. In other instances, the user may control flight of theUAV by providing instructions ahead of time (e.g., flight plan or path)that may be followed by the UAV. If the distance d1 falls beneath thedistance threshold value, then a flight response measure may be taken.The flight response measure may affect operation of the UAV. The flightresponse measure may take control of the UAV away from the user, mayprovide a user limited time to take corrective action before takingcontrol of the UAV away from the user, and/or may provide an alert orinformation to the UAV.

The distance may be calculated between coordinates representative of theUAV and the flight-restricted region. A flight response measure may betaken based on the calculated distance. The flight response measure maybe determined by the distance without taking direction or any otherinformation into account. Alternatively, other information, such asdirection may be taken into account. In one example, a UAV at a firstposition 120B may be a distance d2 from the flight-restricted region. AUAV at a second position 120C may be a distance d3 from theflight-restricted region. The distance d2 and d3 may be substantiallythe same. However, the UAVs 120B, 120C may be at different directionsrelative to the flight-restricted region. In some instances, the flightresponse measure, if any, may be the same for the UAVs based solely onthe distance and without regard to the directions. Alternatively, thedirections or other conditions may be considered and different flightresponse measures may possibly be taken. In one example, aflight-restricted region may be provided over an area 130 or space. Thisarea or space may include portions that are or are not equidistant fromcoordinates representative of the flight-restricted region 110. In someinstances, if flight-restricted region extends further to the east, evenif d3 is the same as d2, different flight response measures may or maynot be taken. Distances may be calculated between the UAV hadflight-restricted region coordinates. Alternatively, distance from theUAV to the closest boundary of the flight-restricted region may beconsidered.

In some examples, a single distance threshold value may be provided.Distances exceeding the distance threshold value may permit regularoperation of the UAV while distance within the distance threshold valuemay cause a flight response measure to be taken. In other examples,multiple distance threshold values may be provided. Different flightresponse measures may be selected based on which distance thresholdvalues that a UAV may fall within. Depending on the distance between theUAV and the flight-restricted region, different flight response measuresmay be taken.

In one example, a distance d2 may be calculated between a UAV 120B andthe fight-restricted region 110. If the distance falls within a firstdistance threshold, a first flight response measure may be taken. If thedistance falls within a second distance threshold, a second flightresponse measure may be taken. In some instances, if the second distancethreshold may be greater than the first distance threshold. If thedistance meets both distance thresholds, both the first flight responsemeasure and the second flight response measure may be taken.Alternatively, if the distance falls within the second distancethreshold but outside the first distance threshold, the second flightresponse measure is taken without taking the first flight responsemeasure, and if the distance falls within the first distance threshold,the first flight response measure is taken without taking the secondflight response measure. Any number of distance thresholds and/orcorresponding flight response measures may be provided. For example, athird distance threshold may be provided. The third distance thresholdmay be greater than the first and/or second distance thresholds. A thirdflight response measure may be taken if the distance falls within thethird distance threshold. The third flight response measure may be takenin conjunction with other flight response measures, such as the firstand second flight response measures if the first and second distancethresholds are also met respectively. Alternatively, the third flightresponse measure may be taken without taking the first and second flightresponse measures.

Distance thresholds may have any value. For example, the distancethresholds may be on the order of meters, tens of meters, hundreds ofmeters, or thousands of meters. The distance thresholds may be about0.05 miles, 0.1 miles, 0.25 miles, 0.5 miles, 0.75 miles, 1 mile, 1.25miles, 1.5 miles, 1.75 miles, 2 miles, 2.25 miles, 2.5 miles, 2.75miles, 3 miles, 3.25 miles, 3.5 miles, 3.75 miles, 4 miles, 4.25 miles,4.5 miles, 4.75 miles, 5 miles, 5.25 miles, 5.5 miles, 5.75 miles, 6miles, 6.25 miles, 6.5 miles, 6.75 miles, 7 miles, 7.5 miles, 8 miles,8.5 miles, 9 miles, 9.5 miles, 10 miles, 11 miles, 12 miles, 13 miles,14 miles, 15 miles, 17 miles, 20 miles, 25 miles, 30 miles, 40 miles, 50miles, 75 miles, or 100 miles. The distance threshold may optionallymatch a regulation for a flight-restricted region (e.g., if FAAregulations did not allow a UAV to fly within X miles of an airport, thedistance threshold may optionally be X miles), may be greater than theregulation for the flight-restricted region (e.g., the distancethreshold may be greater than X miles), or may be less than theregulation for the flight-restricted region (e.g., the distancethreshold may be less than X miles). The distance threshold may begreater than the regulation by any distance value (e.g., may be X+0.5miles, X+1 mile, X+2 miles, etc). In other implementations, the distancethreshold may be less than the regulation by any distance value (e.g.,may be X—0.5 miles, X—1 mile, X—2 miles, etc.).

A UAV location may be determined while the UAV is in flight. In someinstances, the UAV location may be determined while the UAV is not inflight. For instance, the UAV location may be determined while the UAVis resting on a surface. The UAV location may be assessed when the UAVis turned on, and prior to taking off from the surface. The distancebetween the UAV and the flight-restricted region may be assessed whilethe UAV is on a surface (e.g., prior to taking off/after landing). Ifthe distance falls beneath a distance threshold value, the UAV mayrefuse to take off. For example, if the UAV is within 4.5 miles of anairport, the UAV may refuse to take off. In another example if the UAVis within 5 miles of an airport, the UAV may refuse to take off Anydistance threshold value, such as those described elsewhere herein maybe used. In some instances, multiple distance threshold values may beprovided. Depending on the distance threshold value, the UAV may havedifferent take-off measures. For example, if the UAV falls beneath afirst distance threshold, the UAV may not be able to take off. If theUAV falls within a second distance threshold, the UAV may be able totake off, but may only have a very limited period of time for flight. Inanother example, if the UAV falls within a second distance threshold,the UAV may be able to take off but may only be able to fly away fromthe flight-restricted region (e.g., increase the distance between theUAV and the flight-restricted region). In another example if the UAVfalls beneath a second distance threshold or a third distance threshold,the UAV may provide an alert to the operator of the UAV that the UAV isnear a flight-restricted region, while permitting the UAV to take off.In another example if a UAV falls within a distance threshold, it may beprovided with a maximum altitude of flight. If the UAV is beyond themaximum altitude of flight, the UAV may be automatically brought to alower altitude while a user may control other aspects of the UAV flight.

FIG. 2A shows an example of a plurality of flight-restricted regionproximity zones 220A, 220B, 220C, in accordance with an embodiment ofthe invention. A flight-restricted region 210 may be provided. Thelocation of the flight-restricted region may be represented by a set ofcoordinates (i.e., a point), area, or space. One or moreflight-restricted proximity zones may be provided around theflight-restricted region.

In one example, the flight-restricted region 210 may be an airport. Anydescription herein of an airport may apply to any other type offlight-restricted region, or vice versa. A first flight-restrictedproximity zone 220A may be provided, with the airport therein. In oneexample, the first flight-restricted proximity zone may include anythingwithin a first radius of the airport. For example, the firstflight-restricted proximity zone may include anything within 4.5 milesof the airport. The first flight-restricted proximity zone may have asubstantially circular shape, including anything within the first radiusof the airport. The flight-restricted proximity zone may have any shape.If a UAV is located within the first flight-restricted proximity zone, afirst flight response measure may be taken. For example, if the UAV iswithin 4.5 miles of the airport, the UAV may automatically land. The UAVmay automatically land without any input from an operator of the UAV, ormay incorporate input from the operator of the UAV. The UAV mayautomatically start decreasing in altitude. The UAV may decrease inaltitude at a predetermined rate, or may incorporate location data indetermining the rate at which to land. The UAV may find a desirable spotto land, or may immediately land at any location. The UAV may or may nottake input from an operator of the UAV into account when finding alocation to land. The first flight response measure may be a softwaremeasure to prevent users from being able to fly near an airport. Animmediate landing sequence may be automatically initiated when the UAVis in the first flight-restricted proximity zone.

A second flight-restricted proximity zone 220B may be provided around anairport. The second flight-restricted proximity zone may includeanything within a second radius of the airport. The second radius may begreater than the first radius. For example, the second flight-restrictedproximity zone may include anything within 5 miles of the airport. Inanother example, the second flight-restricted proximity zone may includeanything within 5 miles of the airport and also outside the first radius(e.g., 4.5 miles) of the airport. The second flight-restricted proximityzone may have a substantially circular shape including anything withinthe second radius of the airport, or a substantially ring shapeincluding anything within the second radius of the airport and outsidethe first radius of the airport. If a UAV is located within the secondflight-restricted proximity zone, a second flight response measure maybe taken. For example, if the UAV is within 5 miles of the airport andoutside 4.5 miles of the airport, the UAV may prompt an operator of theUAV to land within a predetermined time period (e.g., 1 hour, 30minutes, 14 minutes, 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1minute, 45 seconds, 30 seconds, 15 seconds, 10 seconds, or fiveseconds). If the UAV is not landed within the predetermined time period,the UAV may automatically land.

When the UAV is within the second flight-restricted proximity zone, theUAV may prompt the user (e.g., via mobile application, flight statusindicator, audio indicator, or other indicator) to land within thepredetermined time period (e.g., 1 minute). Within the time period, theoperator of the UAV may provide instructions to navigate the UAV to adesired landing surface and/or provide manual landing instructions.After the predetermined time period has been exceeded, the UAV mayautomatically land without any input from an operator of the UAV, or mayincorporate input from the operator of the UAV. The UAV mayautomatically start decreasing in altitude after the predetermined timeperiod. The UAV may decrease in altitude at a predetermined rate, or mayincorporate location data in determining the rate at which to land. TheUAV may find a desirable spot to land, or may immediately land at anylocation. The UAV may or may not take input from an operator of the UAVinto account when finding a location to land. The second flight responsemeasure may be a software measure to prevent users from being able tofly near an airport. A time-delayed landing sequence may beautomatically initiated when the UAV is in the second flight-restrictedproximity zone. If the UAV is able to fly outside the secondflight-restricted proximity zone within the designated time period, thenthe automated landing sequence may not come into effect and the operatormay be able to resume normal flight controls of the UAV. The designatedtime period may act as a grace period for an operator to land the UAV orexit the area near the airport.

A third flight-restricted proximity zone 220C may be provided around anairport. The third flight-restricted proximity zone may include anythingwithin a third radius of the airport. The third radius may be greaterthan the first radius and/or second radius. For example, the thirdflight-restricted proximity zone may include anything within 5.5 milesof the airport. In another example, the third flight-restrictedproximity zone may include anything within 5.5 miles of the airport andalso outside the second radius (e.g., 5 miles) of the airport. The thirdflight-restricted proximity zone may have a substantially circular shapeincluding anything within the third radius of the airport, or asubstantially ring shape including anything within the third radius ofthe airport and outside the second radius of the airport. If a UAV islocated within the third flight-restricted proximity zone, a thirdflight response measure may be taken. For example, if the UAV is within5.5 miles of the airport and outside 5 miles of the airport, the UAV maysend an alert to an operator of the UAV. Alternatively, if the UAV isanywhere within 5.5 miles of the airport, an alert may be provided.

Any numerical value used to describe the dimension of the first, second,and/or third flight-restricted proximity zones are provided by way ofexample only and may be interchanged for any other distance thresholdvalue or dimension as described elsewhere herein.

When the UAV is within the third flight-restricted proximity zone, theUAV may alert the user (e.g., via mobile application, flight statusindicator, audio indicator, or other indicator) regarding the closeproximity to the flight-restricted region. In some examples, an alertcan include a visual alert, audio alert, or tactile alert via anexternal device. The external device may be a mobile device (e.g.,tablet, smartphone, remote controller) or a stationary device (e.g.,computer). In other examples the alert may be provided via the UAVitself. The alert may include a flash of light, text, image and/or videoinformation, a beep or tone, audio voice or information, vibration,and/or other type of alert. For example, a mobile device may vibrate toindicate an alert. In another example, the UAV may flash light and/oremit a noise to indicate the alert. Such alerts may be provided incombination with other flight response measures or alone.

In one example, the location of the UAV relative to theflight-restricted region may be assessed. If the UAV falls within thefirst flight-restricted proximity zone, the UAV may not be able to takeoff. For example, if the UAV is within 4.5 miles of theflight-restricted region (e.g., airport), the UAV may not be able totake off. Information about why the UAV is not able to take off may ormay not be conveyed to the user. If the UAV falls within the secondflight-restricted proximity zone, the UAV may or may not be able to takeoff. For example, if the UAV is within 5 miles of the airport, the UAVmay not be able to take off. Alternatively, the UAV may be able to takeoff but have restricted flight capabilities. For example, the UAV mayonly be able to fly away from the flight-restricted region, may only beable to fly to a particular altitude, or have a limited period of timefor which the UAV may fly. If the UAV falls within the thirdflight-restricted proximity zone, the UAV may or may not be able to takeoff. For example, if the UAV is within 5.5 miles of the airport, the UAVmay provide an alert to the user about the proximity to the airport.Distance, bearing, airport name, type of facility, or other informationmay be provided in the alert to the user. The alert may be provided tothe user when the UAV is within 5.5 miles of the airport but outside 5miles. In another example, the alert may be provided if the UAV iswithin 5.5 miles, and may be combined with other take-off responses orprovided on its own. This may provide a safety measure that may preventthe UAV from flying in a flight-restricted region.

In some instances, flight response measures closer to aflight-restricted region may provide more rapid response by the UAV toland. This may reduce user autonomy in controlling the UAV flight butmay provide greater compliance with regulations and provide greatersafety measures. Flight response measures further from theflight-restricted region may permit a user to have more control over theUAV. This may provide increased user autonomy in controlling the UAV andallow the user to take action to prevent the UAV from enteringrestricted airspace. The distance can be used to measure risk orlikelihood of the UAV falling within restricted airspace, and based onthe measure of risk take an appropriate level of action.

FIG. 2B provides an additional example of a plurality offlight-restricted region proximity zones 240 a, 240 b, 240 c, inaccordance with an embodiment of the invention. A flight-restrictedregion 230 may be provided. As previously described, the location of theflight-restricted region may be represented by a set of coordinates(i.e., point), area, or space. One or more flight-restricted proximityzones may be provided around the flight-restricted region.

The flight-restricted proximity zones 240 a, 240 b, 240 c may includelateral regions around the flight restricted region 230. In someinstances, the flight-restricted proximity zones may refer to spatialregions 250 a, 250 b, 250 c that extend in the altitude directioncorresponding to the lateral regions. The spatial regions may or may nothave an upper and/or lower altitude limit. In some examples, a flightceiling 260 may be provided, above which a spatial flight-restrictedproximity zone 250 b comes into play. Beneath the flight ceiling, a UAVmay freely traverse the region.

The flight-restricted region 230 may be an airport. Optionally, theflight-restricted region may be an international airport (or Category Aairport as described elsewhere herein). Any description herein of anairport may apply to any other type of flight-restricted region, or viceversa. A first flight-restricted proximity zone 240 a may be provided,with the airport therein. In one example, the first flight-restrictedproximity zone may include anything within a first radius of theairport. For example, the first flight-restricted proximity zone mayinclude anything within 1.5 miles (or 2.4 km) of the airport. The firstflight-restricted proximity zone may have a substantially circularshape, including anything within the first radius of the airport. Theflight-restricted proximity zone may have any shape. If a UAV is locatedwithin the first flight-restricted proximity zone, a first flightresponse measure may be taken. For example, if the UAV is within 1.5miles of the airport, the UAV may automatically land. The UAV mayautomatically land without any input from an operator of the UAV, or mayincorporate input from the operator of the UAV. The UAV mayautomatically start decreasing in altitude. The UAV may decrease inaltitude at a predetermined rate, or may incorporate location data indetermining the rate at which to land. The UAV may find a desirable spotto land, or may immediately land at any location. The UAV may or may nottake input from an operator of the UAV into account when finding alocation to land. The first flight response measure may be a softwaremeasure to prevent users from being able to fly near an airport. Animmediate landing sequence may be automatically initiated when the UAVis in the first flight-restricted proximity zone.

In some implementations the first flight-restricted proximity zone 240 amay extend from a ground level upwards indefinitely, or beyond a heightat which the UAV can fly. When a UAV enters any portion of a spatialregion 250 a above the ground, a first flight response measure may beinitiated.

A second flight-restricted proximity zone 240 b may be provided aroundan airport. The second flight-restricted proximity zone may includeanything within a second radius of the airport. The second radius may begreater than the first radius. For example, the second flight-restrictedproximity zone may include anything within 5 miles (or 8 km) of theairport. In another example, the second flight-restricted proximity zonemay include anything within 5 miles of the airport and also outside thefirst radius (e.g., 1.5 miles) of the airport. The secondflight-restricted proximity zone may have a substantially circular shapeincluding anything within the second radius of the airport, or asubstantially ring shape including anything within the second radius ofthe airport and outside the first radius of the airport.

In some instances, a changing permissible altitude may be provided. Forexample, a flight ceiling 260 may be provided within the secondflight-restricted proximity zone. If a UAV is beneath the flightceiling, the airplane may freely fly and may be outside the secondflight-restricted proximity zone. If the UAV is above the flightceiling, the UAV may fall within the second flight-restricted proximityzone and be subjected to a second flight response. In some instances,the flight ceiling may be a slanted flight ceiling as illustrated. Theslanted flight ceiling may indicate a linear relationship between adistance from the flight-restricted region 230 and the UAV. For example,if the UAV is laterally 1.5 miles away from the flight-restrictedregion, the flight ceiling may be at 35 feet. If the UAV is laterally 5miles away from the flight-restricted region, the flight ceiling may beat 400 feet. The flight ceiling may increase linearly from the innerradius to the outer radius. The flight ceiling at the inner radius mayhave any other value, such as about 0 feet, 5 feet, 10 feet, 15 feet, 20feet, 25 feet, 30 feet, 35 feet, 40 feet, 45 feet, 50 feet, 55 feet, 60feet, 70 feet, 80 feet, 90 feet, 100 feet, 120 feet, 150 feet, 200 feet,or 300 feet. The flight ceiling at the outer radius may have any othervalue, such as 20 feet, 25 feet, 30 feet, 35 feet, 40 feet, 45 feet, 50feet, 55 feet, 60 feet, 70 feet, 80 feet, 90 feet, 100 feet, 120 feet,150 feet, 200 feet, 250 feet, 300 feet, 350 feet, 400 feet, 450 feet,500 feet, 550 feet, 600 feet, 700 feet, 800 feet, 900 feet, or 1000feet. In other embodiments, the flight ceiling may be a flat flightceiling (e.g., a constant altitude value), a curved flight ceiling, orany other shape of flight ceiling.

If a UAV is located within the second flight-restricted proximity zone,a second flight response measure may be taken. For example, if the UAVis within 5 miles of the airport and outside 1.5 miles of the airport,and above the flight ceiling, the UAV may prompt an operator of the UAVto decrease altitude to beneath the flight ceiling within apredetermined time period (e.g., 1 hour, 30 minutes, 14 minutes, 10minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 45 seconds, 30seconds, 15 seconds, 10 seconds, or five seconds). If the UAV is beneaththe flight ceiling within the predetermined time period, or otherwiseoutside the second flight-restricted proximity zone, the UAV mayautomatically land.

When the UAV is within the second flight-restricted proximity zone, theUAV may prompt the user (e.g., via mobile application, flight statusindicator, audio indicator, or other indicator) to land within thepredetermined time period (e.g., 1 minute) or to decrease altitude tobeneath the flight ceiling within the predetermined time period. Withinthe time period, the operator of the UAV may provide instructions tonavigate the UAV to a desired landing surface and/or provide manuallanding instructions, or may decrease the altitude of the UAV to beneaththe flight ceiling. After the predetermined time period has beenexceeded, the UAV may automatically land without any input from anoperator of the UAV, may automatically decrease altitude to beneath theflight ceiling without any input from an operator, or may incorporateinput from the operator of the UAV. The UAV may automatically startdecreasing in altitude after the predetermined time period. The UAV maydecrease in altitude at a predetermined rate, or may incorporatelocation data in determining the rate at which to decrease altitude. TheUAV may decrease altitude while continuing on its trajectory and/orincorporating commands from an operator regarding lateral movements ofthe UAV. The UAV may or may not take input from an operator of the UAVinto account when decreasing altitude. The second flight responsemeasure may be a software measure to prevent users from being able tofly near an airport. A time-delayed landing sequence may beautomatically initiated when the UAV is in the second flight-restrictedproximity zone. If the UAV is able to fly outside the secondflight-restricted proximity zone within the designated time period(e.g., outside the outer radius or beneath the fight ceiling), then theautomated landing sequence may not come into effect and the operator maybe able to resume normal flight controls of the UAV. The designated timeperiod may act as a grace period for an operator to land the UAV or exitthe area near the airport. Alternatively, no designated time period maybe provided.

In some implementations the second-restricted proximity zone 240 b mayextend from a flight ceiling 260 upwards indefinitely, or beyond aheight at which the UAV can fly. When a UAV enters any portion of aspatial region 250 b above the flight ceiling, a second flight responsemeasure may be initiated.

A third flight-restricted proximity zone 220 c may be provided around anairport. The third flight-restricted proximity zone may include anythingwithin a third radius of the airport. The third radius may be greaterthan the first radius and/or second radius. For example, the thirdflight-restricted proximity zone may include anything within about 330feet (or about 100 meters) of the second radius (about 5.06 miles of theairport). In another example, the third flight-restricted proximity zonemay include anything within 5.06 miles of the airport and also outsidethe second radius (e.g., 5 miles) of the airport. The thirdflight-restricted proximity zone may have a substantially circular shapeincluding anything within the third radius of the airport, or asubstantially ring shape including anything within the third radius ofthe airport and outside the second radius of the airport. If a UAV islocated within the third flight-restricted proximity zone, a thirdflight response measure may be taken. For example, if the UAV is within5.06 miles of the airport and outside 5 miles of the airport, the UAVmay send an alert to an operator of the UAV. Alternatively, if the UAVis anywhere within 5.06 miles of the airport, an alert may be provided.

In some implementations the third flight-restricted proximity zone 240 cmay extend from a ground level upwards indefinitely, or beyond a heightat which the UAV can fly. When a UAV enters any portion of a spatialregion 250 c above the ground, a third flight response measure may beinitiated.

Any numerical value used to describe the dimension of the first, second,and/or third flight-restricted proximity zones are provided by way ofexample only and may be interchanged for any other distance thresholdvalue or dimension as described elsewhere herein. Similarly, flightceilings may be located in none, one, two, or all threeflight-restricted proximity zones and may have any altitude value orconfiguration as described elsewhere herein.

When the UAV is within the third flight-restricted proximity zone, theUAV may alert the user via any method described elsewhere herein. Suchalerts may be provided in combination with other flight responsemeasures or alone.

In one example, the location of the UAV relative to theflight-restricted region may be assessed. If the UAV falls within thefirst flight-restricted proximity zone, the UAV may not be able to takeoff. For example, if the UAV is within 1.5 miles of theflight-restricted region (e.g., airport), the UAV may not be able totake off. Information about why the UAV is not able to take off may ormay not be conveyed to the user. If the UAV falls within the secondflight-restricted proximity zone, the UAV may or may not be able to takeoff. For example, if the UAV is within 5 miles of the airport, the UAVmay be able to take off and fly freely beneath the flight ceiling.Alternatively, the UAV may be able to take off but have restrictedflight capabilities. For example, the UAV may only be able to fly awayfrom the flight-restricted region, may only be able to fly to aparticular altitude, or have a limited period of time for which the UAVmay fly. If the UAV falls within the third flight-restricted proximityzone, the UAV may or may not be able to take off. For example, if theUAV is within 5.06 miles of the airport, the UAV may provide an alert tothe user about the proximity to the airport. Distance, bearing, airportname, type of facility, or other information may be provided in thealert to the user. The alert may be provided to the user when the UAV iswithin 5.06 miles of the airport but outside 5 miles. In anotherexample, the alert may be provided if the UAV is within 5.06 miles, andmay be combined with other take-off responses or provided on its own.This may provide a safety measure that may prevent the UAV from flyingin a flight-restricted region.

FIG. 2C provides an example of a plurality of types of flight-restrictedregions and their related proximity zones, in accordance with anembodiment of the invention. In some instances, multiple types offlight-restricted regions may be provided. The multiple types offlight-restricted regions may include different categories offlight-restricted regions. In some instances, one or more, two or more,three or more, four or more, five or more, six or more, seven or more,eight or more, nine or more, ten or more, twelve or more fifteen ormore, twenty or more, thirty or more, forty or more, fifty or more, orone hundred or more different categories of flight-restricted regionsmay be provided.

In one example, a first category of flight-restricted regions (CategoryA) may include larger international airports. A second category offlight-restricted regions (Category B) may include smaller domesticairports. In some instances, classification between Category A andCategory B flight-restricted regions may occur with aid of a governingbody or regulatory authority. For example, a regulatory authority, suchas the Federal Aviation Administration (FAA) may define differentcategories of flight-restricted regions. Any division between to the twocategories of airports may be provided.

For example, Category A may include airports having 3 or more, 4 ormore, 5 or more, 6 or more, 7 or more, 8 or more, 9 or more, 10 or more,12 or more, 15 or more, 17 or more, or 20 or more runways. Category Bmay include airports having one, two or less, 3 or less, 4 or less, or 5or less runways.

Category A may include airports having at least one runway having alength of 5,000 feet or more, 6,000 feet or more, 7,000 feet or more,8,000 feet or more, 9,000 feet or more, 10,000 feet or more, 11,000 feetor more, 12,000 feet or more, 13,000 feet or more, 14,000 feet or more,15,000 feet or more, 16,000 feet or more, 17,000 feet or more, or 18,000feet or more. Category B may include airports that do not have a runwayhaving any of the lengths described herein. In some instances,

In another example, Category A may include airports having one or more,two or more, three or more, four or more, five or more, six or more,seven or more, eight or more, 10 or more, 12 or more, 15 or more, 20 ormore, 30 or more, 40 or more, or 50 or more gates for receivingaircraft. Category B may have no gates, or may have one or less, two orless, three or less, four or less, five or less, or six or less gatesfor receiving aircraft.

Optionally, Category A may include airports capable of receiving planescapable of holding 10 or more individuals, 12 or more individuals, 16 ormore individuals, 20 or more individuals, 30 or more individuals, 40 ormore individuals, 50 or more individuals, 60 or more individuals, 80 ormore individuals, 100 or more individuals, 150 or more individuals, 200or more individuals, 250 or more individuals, 300 or more individuals,350 or more individuals, or 400 or more individuals. Category B mayinclude airports not capable of receiving planes capable of holding oneor more number of individuals as described herein. For example, CategoryB may include airports not capable of receiving planes configured tohold 10 or more individuals, 12 or more individuals, 16 or moreindividuals, 20 or more individuals, 30 or more individuals, 40 or moreindividuals, 50 or more individuals, 60 or more individuals, 80 or moreindividuals, 100 or more individuals, 150 or more individuals, 200 ormore individuals, 250 or more individuals, 300 or more individuals, 350or more individuals, or 400 or more individuals.

In another example, Category A may include airports capable of receivingplanes capable of traveling 100 or more miles, 200 or more miles, 300 ormore miles, 400 or more miles, 500 or more miles, 600 or mores miles,800 or more miles, 1000 or more miles, 1200 or more miles, 1500 or moremiles, 2000 or more miles, 3000 or more miles, 4000 or more miles, 5000or more miles, 6,000 or more miles, 7000 or more miles, or 10,000 ormore miles without stopping. Category B may include airports not capableof receiving planes capable of traveling the number of miles withoutstopping as described herein. For example, Category B may includeairports not capable of receiving planes capable of traveling 100 ormore miles, 200 or more miles, 300 or more miles, 400 or more miles, 500or more miles, 600 or mores miles, 800 or more miles, 1000 or moremiles, 1200 or more miles, 1500 or more miles, 2000 or more miles, 3000or more miles, 4000 or more miles, 5000 or more miles, 6,000 or moremiles, 7000 or more miles, or 10,000 or more miles without stopping.

In another example, Category A may include airports capable of receivingplanes weighing more than about 200,000 pounds, 250,000 pounds, 300,000pounds, 350,000 pounds, 400,000 pounds, 450,000 pounds, 500,000 pounds,550,000 pounds, 600,000 pounds, 650,000 pounds, 700,000 pounds. CategoryB may include airports not capable of receiving planes with weights asdescribed herein. For example, Category B may include airports notcapable of receiving planes weighing more than about 200,000 pounds,250,000 pounds, 300,000 pounds, 350,000 pounds, 400,000 pounds, 450,000pounds, 500,000 pounds, 550,000 pounds, 600,000 pounds, 650,000 pounds,700,000 pounds.

In some implementations, Category A may include airports capable ofreceiving planes longer than about 3,000 feet, 4,000 feet, 5,000 feet,6,000 feet, 7,000 feet, 8,000 feet, 9,000 feet, 10,000 feet, or 12,000feet in length. Category B may include airports not capable of receivingplanes with lengths as described herein. For example, Category B mayinclude airports not capable of receiving planes longer than about 3,000feet, 4,000 feet, 5,000 feet, 6,000 feet, 7,000 feet, 8,000 feet, 9,000feet, 10,000 feet, or 12,000 feet in length.

Different flight rules or restrictions may apply for each category offlight-restricted region. In one example, Category A locations may havestronger flight-restrictions than Category B locations. For example,Category A may have a larger flight-restricted region than Category B.Category A may require more rapid response by a UAV than Category B. Forinstance, Category A may automatically start causing a UAV to land at afarther distance from the Category A location than Category B wouldrequire.

One or more Category A flight restricted region 270 a may be provided,and one or more Category B flight restricted regions 270 b, 270 c may beprovided. Different flight rules may be provided for each category. Theflight rules within the same category may be the same.

Category A locations may impose flight-restriction rules, such as thosedescribed elsewhere herein. In one example, Category A may imposeflight-restriction rules such as those illustrated in FIG. 2B. A UAV maynot be able to take off within a first flight-restricted proximity zone.The UAV may be able to freely fly beneath a flight ceiling of a secondflight-restricted proximity zone. If the UAV is above the flight ceilingand within the second flight-restricted proximity zone, the UAV may beforced to descent to beneath the flight ceiling. An alert may beprovided if the UAV is within a third flight-restricted proximity zone.

Category B locations may impose different flight-restriction rules fromCategory A. Examples of flight-restriction rules for Category B mayinclude those described elsewhere herein.

In some instances, for Category B locations, a first flight-restrictedproximity zone may be provided, with the category B location 270 b, 270c located therein. In one example, the first flight-restricted proximityzone may include anything within a first radius of the airport. Forexample, the first flight-restricted proximity zone may include anythingwithin 0.6 miles (or about 1 km) of the airport. The firstflight-restricted proximity zone may have a substantially circularshape, including anything within the first radius of the airport. Theflight-restricted proximity zone may have any shape. If a UAV is locatedwithin the first flight-restricted proximity zone, a first flightresponse measure may be taken. For example, if the UAV is within 0.6miles of the airport, the UAV may automatically land. The UAV mayautomatically land without any input from an operator of the UAV, or mayincorporate input from the operator of the UAV. The UAV mayautomatically start decreasing in altitude. The UAV may decrease inaltitude at a predetermined rate, or may incorporate location data indetermining the rate at which to land. The UAV may find a desirable spotto land, or may immediately land at any location. The UAV may or may nottake input from an operator of the UAV into account when finding alocation to land. The first flight response measure may be a softwaremeasure to prevent users from being able to fly near an airport. Animmediate landing sequence may be automatically initiated when the UAVis in the first flight-restricted proximity zone. The UAV may not beable to take off if within the first flight-restricted proximity zone.

A second flight-restricted proximity zone 240B may be provided around anairport. The second flight-restricted proximity zone may includeanything within a second radius of the airport. The second radius may begreater than the first radius. For example, the second flight-restrictedproximity zone may include anything within 1.2 miles (or about 2 km) ofthe airport. In another example, the second flight-restricted proximityzone may include anything within 1.2 miles of the airport and alsooutside the first radius (e.g., 0.6 miles) of the airport. The secondflight-restricted proximity zone may have a substantially circular shapeincluding anything within the second radius of the airport, or asubstantially ring shape including anything within the second radius ofthe airport and outside the first radius of the airport.

If the UAV is located within the second flight-restricted proximityzone, a second flight response measure may be taken. For example, if theUAV is within 1.2 miles of the airport and outside 0.6 miles of theairport (i.e., if the UAV is within about 0.6 miles or 1 km of the firstradius), the UAV may send an alert to an operator of the UAV.Alternatively, if the UAV is anywhere within 1.2 miles of the airport,an alert may be provided. When the UAV is within the secondflight-restricted proximity zone, the UAV may alert the user via anymethod described elsewhere herein. Such alerts may be provided incombination with other flight response measures or alone. A UAV may beable to take off from a second flight-restricted proximity zone.

Any numerical value used to describe the dimension of the first, and/orsecond flight-restricted proximity zones are provided by way of exampleonly and may be interchanged for any other distance threshold value ordimension as described elsewhere herein.

As previously mentioned, any number of different types of categories maybe provided, having their own set of rules. Different flight responsemeasures may be taken for different categories. The same flight responsemeasures may be taken for the same categories. Flight-restricted regionsbelonging to various categories may be located anywhere within theworld. Information about such flight restricted regions and differentcategories may be stored in memory locally on-board the UAV. Updates tothe information stored on-board the UAV may be made. Such informationmay include updates in flight-restricted regions and/or categories towhich the flight-restricted regions belong. Such information may alsoinclude flight response measures for different flight-restricted regionsand/or categories.

A user may set up waypoints for flight of a UAV. A UAV may be able tofly to a waypoint. The waypoints may have predefined location (e.g.,coordinates). Waypoints may be a way for UAVs to navigate from onelocation to another or follow a path. In some instances, users may enterwaypoints using a software. For example, a user may enter coordinatesfor way points and/or use a graphical user interface, such as a map, todesignate waypoints. In some embodiments, waypoints may not be set up inflight-restricted regions, such as airports. Waypoints may not be set upwithin a predetermined distance threshold of a flight-restricted region.For example, waypoints may not be set up within a predetermined distanceof an airport. The predetermined distance may be any distance valuedescribed elsewhere herein, such as 5 miles (or 8 km).

A waypoint may or may not be permitted outside a flight-restrictedproximity zone. In some instances, a waypoint may be permitted beneath aflight ceiling within a predetermined distance of a flight-restrictedregion. Alternatively, a waypoint may not be permitted beneath a flightceiling within a predetermined distance of a flight-restricted region.In some instances, a map showing information about waypoints andwaypoint safety rules may be provided.

FIG. 3 provides a schematic illustration of an unmanned aerial vehicle300 in communication with an external device, 310 in accordance with anembodiment of the invention.

The UAV 300 may include one or more propulsion units that may controlposition of the UAV. The propulsion units may control the location ofthe UAV (e.g., with respect to up to three directions, such as latitude,longitude, altitude) and/or orientation of the UAV (e.g., with respectto up to three axes of rotation, such as pitch, yaw, roll). Thepropulsion units may permit the UAV to maintain or change position. Thepropulsion units may include one or more rotor blades that may rotate togenerate lift for the UAV. The propulsion units may be driven by one ormore actuators 350, such as one or more motors. In some instances, asingle motor may drive a single propulsion unit. In other examples, asingle motor may drive multiple propulsion units, or a single propulsionunit may be driven by multiple motors.

Operation of one or more actuator 350 of the UAV 300 may be controlledby a flight controller 320. The flight controller may include one ormore processors and/or memory units. The memory units may includenon-transitory computer readable media, which may comprise code, logic,or instructions for performing one or more steps. The processors may becapable of performing one or more steps described herein. The processorsmay provide the steps in accordance with the non-transitory computerreadable media. The processors may perform location-based calculationsand/or utilize algorithms to generate a flight command for the UAV.

The flight controller 320 may receive information from a receiver 330and/or locator 340. The receiver 330 may communicate with an externaldevice 310. The external device may be a remote terminal. The externaldevice may be a control apparatus that may provide one or more sets ofinstructions for controlling flight of the UAV. A user may interact withthe external device to issue instructions to control flight of the UAV.The external device may have a user interface that may accept a userinput that may result in controlling flight of the UAV. Examples ofexternal devices are described in greater detail elsewhere herein.

The external device 310 may communicate with the receiver 330 via awireless connection. The wireless communication may occur directlybetween the external device and the receiver and/or may occur over anetwork, or other forms of indirect communication. In some embodiments,the wireless communications may be proximity-based communications. Forexample, the external device may be within a predetermined distance fromthe UAV in order to control operation of the UAV. Alternatively, theexternal device need not be within a predetermined proximity of the UAV.Communications may occur directly, over a local area network (LAN), widearea network (WAN) such as the Internet, cloud environment,telecommunications network (e.g., 3G, 4G), WiFi, Bluetooth,radiofrequency (RF), infrared (IR), or any other communicationstechnique. In alternate embodiments, the communications between theexternal device and the receiver may occur via a wired connection.

Communications between the external device and the UAV may be two-waycommunications and/or one-way communications. For example, the externaldevice may provide instructions to the UAV that may control the flightof the UAV. The external device may operate other functions of the UAV,such as one or more settings of the UAV, one or more sensors, operationof one or more payloads, operation of a carrier of the payload, or anyother operations of the UAV. The UAV may provide data to the externaldevice. The data may include information about the location of the UAV,data sensed by one or more sensors of the UAV, images captured by apayload of the UAV, or other data from the UAV. The instructions fromthe external device and/or data from the UAV may be transmittedsimultaneously or sequentially. They may be transferred over the samecommunication channel or different communication channels. In someinstances, instructions from the external device may be conveyed to theflight controller. The flight controller may utilize the flight controlinstructions from the external device in generating a command signal toone or more actuators of the UAV.

The UAV may also include a locator 340. The locator may be used todetermine a location of the UAV. The location may include a latitude,longitude, and/or altitude of the aerial vehicle. The location of theUAV may be determined relative to a fixed reference frame (e.g.,geographic coordinates). The location of the UAV may be determinedrelative to a flight-restricted region. The location of theflight-restricted region relative to the fixed reference frame may beused to determine the relative locations between the UAV and theflight-restricted region. The locator may use any technique or laterdeveloped in the art to determine the location of the UAV. For example,the locator may receive a signal from an external location unit 345. Inone example, the locator may be a global positioning system (GPS)receiver and the external location unit may be a GPS satellite. Inanother example, the locator may be an inertial measurement unit (IMU),ultrasonic sensor, visual sensors (e.g., cameras), or communication unitcommunicating with an external location unit. The external location unitmay include a satellite, tower, or other structure that may be capableof providing location information. One or more external location unitsmay utilize one or more triangulation techniques in order to provide alocation of the UAV. In some instances, the external location unit maybe the external device 310 or other remote control device. The locationof the external device may be used as the location of the UAV or todetermine the location of the UAV. The location of the external devicemay be determined using a location unit within the external deviceand/or one or more base stations capable of determining the location ofthe external device. The location unit of the external device may useany of the techniques described herein including, but not limited to,GPS, laser, ultrasonic, visual, inertial, infrared, or other locationsensing techniques. The location of an external device may be determinedusing any technique, such as GPS, laser ultrasonic, visual, inertial,infrared, triangulation, base stations, towers, relays, or any othertechnique.

In alternate embodiments, an external device or external location unitmay not be needed to determine the location of the UAV. For instance,the IMU may be used to determine the location of the UAV. An IMU caninclude one or more accelerometers, one or more gyroscopes, one or moremagnetometers, or suitable combinations thereof. For example, the IMUcan include up to three orthogonal accelerometers to measure linearacceleration of the movable object along up to three axes oftranslation, and up to three orthogonal gyroscopes to measure theangular acceleration about up to three axes of rotation. The IMU can berigidly coupled to the aerial vehicle such that the motion of the aerialvehicle corresponds to motion of the IMU. Alternatively the IMU can bepermitted to move relative to the aerial vehicle with respect to up tosix degrees of freedom. The IMU can be directly mounted onto the aerialvehicle, or coupled to a support structure mounted onto the aerialvehicle. The IMU may be provided exterior to or within a housing of themovable object. The IMU may be permanently or removably attached to themovable object. In some embodiments, the IMU can be an element of apayload of the aerial vehicle. The IMU can provide a signal indicativeof the motion of the aerial vehicle, such as a position, orientation,velocity, and/or acceleration of the aerial vehicle (e.g., with respectto one, two, or three axes of translation, and/or one, two, or threeaxes of rotation). For example, the IMU can sense a signalrepresentative of the acceleration of the aerial vehicle, and the signalcan be integrated once to provide velocity information, and twice toprovide location and/or orientation information. The IMU may be able todetermine the acceleration, velocity, and/or location/orientation of theaerial vehicle without interacting with any external environmentalfactors or receiving any signals from outside the aerial vehicle. TheIMU may alternatively be used in conjunction with other locationdetermining devices, such as GPS, visual sensors, ultrasonic sensors, orcommunication units.

The location determined by the locator 340 may be used by the flightcontroller 320 in the generation of one or more command signal to beprovided to the actuator. For instance, the location of the UAV, whichmay be determined based on the locator information, may be used todetermine a flight response measure to be taken by the UAV. The locationof the UAV may be used to calculate a distance between the UAV and theflight-restricted region. The flight controller may calculate thedistance with aid of a processor. The flight controller may determinewhich flight response measure, if any, needs to be taken by the UAV. Theflight controller may determine the command signal to the actuator(s),which may control the flight of the UAV.

The UAV's flight controller may calculate its own current location viathe locator (e.g., GPS receiver) and the distance to theflight-restricted region (e.g., center of the airport location or othercoordinates representative of the airport location). Any distancecalculation known or later developed in the art may be used.

In one embodiment, the distance between the two points (i.e., UAV andflight-restricted region) may be calculated using the followingtechnique. An Earth-centered, Earth-fixed (ECEF) coordinate system maybe provided. The ECEF coordinate system may be a Cartesian coordinatesystem. It may represent positions as X, Y, and Z coordinates. LocalEast, North, Up (ENU) coordinates are formed from a plane tangent to theEarth's surface fixed to a specific location and hence it is sometimesknown as a “local tangent” or “local geodetic” plane. The east axis islabeled x, the north y and the up z.

For navigation calculations, the location data (e.g., GPS location data)may be converted into the ENU coordinate system. The conversion maycontain two steps:

1) The data can be converted from a geodetic system to ECEF.

X=(N(φ)+h)cos φ cos λ

Y=(N(φ)+h)cos φ sin λ

Y=(N(φ)(1=e ²)+h)sin φ

-   -   where

${N(\varphi)} = \frac{a}{\sqrt{1 - {e^{2}\sin^{2}\varphi}}}$

-   -   a and e are the semi-major axis and the first numerical        eccentricity of the ellipsoid respectively.    -   N(Φ) is called the Normal and is the distance from the surface        to the Z-axis along the ellipsoid normal.

2) The data in ECEF system may then be converted to the ENU coordinatesystem. To transform data from the ECEF to the ENU system, the localreference may be chosen to the location when the UAV just receives amission is sent to the UAV.

$\begin{bmatrix}x \\y \\z\end{bmatrix} = {\begin{bmatrix}{{- \sin}\; \lambda_{r}} & {\cos \; \lambda_{r}} & 0 \\{{- \sin}\; \varphi_{r}\cos \; \lambda_{r}} & {{- \sin}\; \varphi_{r}\sin \; \lambda_{r}} & {\cos \; \varphi_{r}} \\{\cos \; \varphi_{r}\cos \; \lambda_{r}} & {\cos \; \varphi_{r}\sin \; \lambda_{r}} & {\sin \; \varphi_{r}}\end{bmatrix}\begin{bmatrix}{X - X_{r}} \\{Y - Y_{r}} \\{Z - Z_{r}}\end{bmatrix}}$

The calculations may employ the Haversine Formula, which may give thatthe distance between two points A and B on the Earth surface is:

$d_{A - B} = {2\; {arc}\; {\sin \left( \sqrt{{\sin^{2}\left( \frac{\Delta \; \varphi}{2} \right)} + {\cos \; \varphi_{A}\cos \; \lambda_{B}{\sin^{2}\left( \frac{\Delta \; \lambda}{2} \right)}}} \right)}R_{e}}$

-   -   Where Δφ=φ_(A)−φ_(E), Δλ=λ_(A)−λ_(B), and R_(e) is the radius of        the Earth.

If the UAV is continuously calculating the current position and thedistance to thousands of potential flight-restricted regions, such asairports, a large amount of computational power may be used. This mayresult in slowing down operations of one or more processors of the UAV.One or more techniques to simplify and/or speed up the calculations maybe employed.

In one example, the relative location and/or distance between the UAVand the flight-restricted region may be calculated at specified timeintervals. For example, the calculations may occur every hour, everyhalf hour, every 15 minutes, every 10 minutes, every 5 minutes, every 3minutes, every 2 minutes, every minute, every 45 seconds, every 30seconds, every 15 seconds, every 12 seconds, every 10 seconds, every 7seconds, every 5 seconds, every 3 seconds, every second, every 0.5seconds, or every 0.1 second. The calculations may be made between theUAV and one or more flight-restricted regions (e.g., airports).

In another example, every time the aircraft's location is first obtained(e.g., via GPS receiver), the relatively distant airports may befiltered out. For example, airports that are far away need not pose anyconcern for the UAV. In one example, flight-restricted regions outside adistance threshold may be ignored. For example, flight-restrictedregions outside a flight range of a UAV may be ignored. For example, ifthe UAV is capable of flying 100 miles in a single flight,flight-restricted regions, such as airports, that are greater than 100miles away when the UAV is turned on may be ignored. In some instances,the distance threshold may be selected based on the type of UAV orcapability of UAV flight.

In some examples, the distance threshold may be about 1000 miles, 750miles, 500 miles, 300 miles, 250 miles, 200 miles, 150 miles, 120 miles,100 miles, 80 miles, 70 miles, 60 miles, 50 miles, 40 miles, 30 miles,20 miles, or 10 miles. Removing remote flight-restricted regions fromconsideration may leave only a few nearby coordinates, every timecalculate the distance to these points. For example, only severalairports or other types of flight-restricted regions may be within thedistance threshold from the UAV. For example, when a UAV is first turnedon, only several airports may fall within a distance of interest to theUAV. The distance of the UAV relative to these airports may becalculated. They may be calculated continuously in real-time, or may beupdated periodically at time intervals in response to detectedconditions. By reducing the number of flight-restricted regions ofinterest, less computational power may be employed, and calculations mayoccur more quickly and free up other operations of the UAV.

FIG. 4 provides an example of an unmanned aerial vehicle using a globalpositioning system (GPS) to determine the location of the unmannedaerial vehicle, in accordance with an embodiment of the invention. TheUAV may have a GPS module. The GPS module may include a GPS receiver 440and/or a GPS antenna 442. The GPS antenna may pick up one or moresignals from a GPS satellite or other structure and convey the capturedinformation to the GPS receiver. The GPS module may also include amicroprocessor 425. The microprocessor may receive information from theGPS receiver. The microprocessor may convey the data from the GPSreceiver in a raw form or may process or analyze it. The microprocessormay perform calculations using the GPS receiver data and/or may providelocation information based on the calculations.

The GPS module may be operably connected to a flight controller 420. Theflight controller of a UAV may generate command signals to be providedto one or more actuators of the UAV and thereby control flight of theUAV. Any connection may be provided between the GPS module and theflight controller. For example, a communication bus, such as acontroller area network (CAN) bus may be used to connect the GPS moduleand the flight controller. The GPS receiver may receive data via the GPSantenna, and may communicate data to the microprocessor, which maycommunicate data to a flight controller via the communication bus.

The UAV may find a GPS signal prior to taking off. In some instances,once the UAV is turned on, the UAV may search for the GPS signal. If theGPS signal is found, the UAV may be able to determine its location priorto taking off. If the GPS signal is found before the UAV has taken off,it can determine its distance relative to one or more flight-restrictedregion. If the distance falls beneath a distance threshold value (e.g.,is within a predetermined radius of the flight-restricted region) theUAV may refuse to take off. For example if the UAV is within a 5 milerange of an airport, the UAV may refuse to take off.

In some embodiments, if the UAV is unable to find the GPS signal priorto takeoff, it may refuse to takeoff. Alternatively, the UAV may takeoff, even if it unable to find the GPS signal prior to takeoff. Inanother example, if the flight controller cannot detect the presence ofthe GPS module (which may include the GPS receiver, GPS antenna and/ormicroprocessor), it may refuse to take off. Inability to obtain the GPSsignal and inability to detect the presence of the GPS module may betreated as different situations. For example, the inability to obtainthe GPS signal may not prevent the UAV from taking off if the GPS moduleis detected. This may be because a GPS signal may be received after theUAV has taken off. In some instances, increasing the altitude of the UAVor having fewer obstructions around the UAV may make it easier toreceive a GPS signal, and as long as the module is detected andoperational. If the UAV finds a GPS signal during flight, it can obtainits location and take emergency measures. Thus, it may be desirable topermit the UAV to take off when the GPS module is detected, regardlessof whether a GPS signals detected prior to take off. Alternatively, theUAV may take off when the GPS signal is detected and may not take offwhen the GPS signal is not detected.

Some embodiments may rely on the aircraft GPS module to determine thelocation of the UAV. If the GPS module takes too long to successfullydetermine position, this will affect the capabilities of the flight. UAVflight functionality may be limited if the GPS module is inoperationalor a GPS signal can not be detected. For example, a maximum altitude ofthe UAV may be lowered or a flight ceiling may be enforced if the GPSmodule is inoperational or the GPS signal can not be detected. In someinstances, other systems and methods may be used to determine a locationof the UAV. Other location techniques may be used in combination withGPS or in the place of GPS.

FIG. 5 is an example of an unmanned aerial vehicle in communication witha mobile device, in accordance with an embodiment of the invention. TheUAV may have a GPS module. The GPS module may include a GPS receiver 540and/or a GPS antenna 542. The GPS antenna may pick up one or moresignals from a GPS satellite or other structure and convey the capturedinformation to the GPS receiver. The GPS module may also include amicroprocessor 525. The microprocessor may receive information from theGPS receiver. The GPS module may be operably connected to a flightcontroller 520.

In some instances, the flight controller 520 may be in communicationwith a communication module. In one example, the communication modulemay be a wireless module. The wireless module may be a wireless directmodule 560 which may permit direct wireless communications with anexternal device 570. The external device may optionally be a mobiledevice, such as a cell phone, smartphone, watch, tablet, remotecontroller, laptop, or other device. The external device may be astationary device, e.g., personal computer, server computer, basestation, tower, or other structure. The external device may be awearable device, such as a helmet, hat, glasses, earpiece, gloves,pendant, watch, wristband, armband, legband, vest, jacket, shoe, or anyother type of wearable device, such as those described elsewhere herein.Any description herein of a mobile device may also encompass or beapplied to a stationary device or any other type of external device andvice versa. The external device may be another UAV. The external devicemay or may not have an antenna to aid in communications. For example,the external device may have a component that may aid in wirelesscommunications. For example, direct wireless communications may includeWiFi, radio communications, Bluetooth, IR communications, or other typesof direct communications.

The communication module may be provided on-board the UAV. Thecommunication module may permit one-way or two-way communications withthe mobile device. The mobile device may be a remote control terminal,as described elsewhere herein. For example, the mobile device may be asmartphone that may be used to control operation of the UAV. Thesmartphone may receive inputs from a user that may be used to controlflight of the UAV. In some instances, the mobile device may receive datafrom the UAV. For example, the mobile device may include a screen thatmay display images captured by the UAV. The mobile device may have adisplay that shows images captured by a camera on the UAV in real-time.

For example, one or more mobile devices 570 may be connected to the UAVvia a wireless connection (e.g., WiFi) to be able to receive data fromthe UAV in real-time. For example, the mobile device may show imagesfrom the UAV in real-time. In some instances, the mobile device (e.g.,mobile phone) can be connected to the UAV and may be in close proximityto the UAV. For example, the mobile device may provide one or morecontrol signals to the UAV. The mobile device may or may not need to bein close proximity to the UAV to send the one or more control signals.The control signals may be provided in real-time. The user may beactively controlling flight of the UAV and may provide flight controlsignals to the UAV. The mobile device may or may not need to be in closeproximity to the UAV to receive data from the UAV. The data may beprovided in real-time. One or more image capture device of the UAV orother types of sensors may capture data, and the data may be transmittedto the mobile device in real-time. In some instances, the mobile deviceand UAV may be in close proximity, such as within about 10 miles, 8miles, 5 miles, 4 miles, 3 miles, 2 miles, 1.5 miles, 1 mile, 0.75miles, 0.5 miles, 0.3 miles, 0.2 miles, 0.1 miles, 100 yards, 50 yards,20 yards, or 10 yards.

A location of the mobile device 570 may be determined. The mobile devicelocation results can be transmitted to the UAV, because during flight,the mobile device and UAV distance will typically not be too far. Themobile device location may be used by the UAV as the UAV location. Thismay be useful when the GPS module is inoperational or not receiving aGPS signal. The mobile device may function as a location unit. The UAVcan perform assessments using the mobile device location results. Forexample, if it is determined that the mobile device is at a particularset of coordinates or a certain distance from a flight-restrictedregion, that data may be used by the flight controller. The location ofthe mobile device may be used as the UAV location, and the UAV flightcontroller may perform calculations using the mobile device location asthe UAV location. Thus, the calculated distance between the UAV and theflight-restricted region may be the distance between the mobile deviceand the flight-restricted region. This may be a viable option when themobile device is typically close to the UAV.

The mobile device may be used to determine the location of the UAV inaddition to or instead of using a GPS module. In some instances, the UAVmay not have a GPS module and may rely on the mobile device fordetermining the UAV location. In other instances, the UAV may have a GPSmodule, but may rely on the mobile device when unable to detect a GPSsignal using the GPS module. Other location determining for the UAV maybe used in combination of instead of the techniques described herein.

FIG. 6 is an example of an unmanned aerial vehicle in communication withone or more mobile devices, in accordance with an embodiment of theinvention. The UAV may have a GPS module. The GPS module may include aGPS receiver 640 and/or a GPS antenna 642. The GPS antenna may pick upone or more signals from a GPS satellite or other structure and conveythe captured information to the GPS receiver. The GPS module may alsoinclude a microprocessor 625. The microprocessor may receive informationfrom the GPS receiver. The GPS module may be operably connected to aflight controller 620.

In some instances, the flight controller 620 may be in communicationwith a communication module. In one example, the communication modulemay be a wireless module. The wireless module may be a wireless directmodule 560 which may permit direct wireless communications with anexternal mobile device 570. For example, direct wireless communicationsmay include WiFi, radio communications, Bluetooth, IR communications, orother types of direct communications.

Alternatively, the wireless module may be a wireless indirect module 580which may permit indirect wireless communications with an externalmobile device 590. Indirect wireless communication may occur over anetwork, such as a telecommunications/mobile network. The network may bethe type of network that requires insertion of a SIM card to permitcommunications. The network may utilize 3G/4G or other similar types ofcommunications. The UAV can use a mobile base station to determine thelocation of the mobile device. Alternatively, the mobile base stationlocation may be used as the mobile device location and/or the UAVlocation. For example, the mobile base station may be a mobile phonetower, or other type of static or moving structure. Although thistechnique may not be precise as GPS, this error can be very, very smallrelative to distance thresholds described (e.g., 4.5 miles, 5 miles, 5.5miles). In some implementations, the UAV can use the Internet to connectto the user's mobile device, to obtain the mobile device's base stationlocation. The UAV may communicate with the mobile device which maycommunicate with a base station, or the UAV may communicate directlywith the base station.

The UAV may have both a wireless direct module and a wireless indirectmodule. Alternatively, the UAV may have only a wireless direct module,or only a wireless indirect module. The UAV may or may not have a GPSmodule in combination with the wireless module(s). In some instances,when multiple location units are provided, the UAV may have a preferenceof order. For example, if the UAV has a GPS module and the GPS module isreceiving a signal, the UAV may preferably use the GPS signal to providethe location of the UAV without using communication modules. If the GPSmodule is not receiving a signal, the UAV may rely on a wireless director indirect module. The UAV may optionally first try a wireless directmodule, but if unable to get a location may try to use the wirelessindirect module to get a location. The UAV may have a preference for alocation technique that has a higher likelihood of providing a moreprecise and/or accurate location of the UAV. Alternatively, otherfactors may be provided, such as location technique that uses less poweror is more reliable (less likely to fail) may have a higher preference.In another example, the UAV may gather location data from multiplesources and may compare the data. For example, the UAV may use GPS datain conjunction with data from a communication module using the locationof the mobile device or base station. The data may or may not beaveraged or other calculations may be performed to determine thelocation of the UAV. Simultaneous location data gathering may occur.

FIG. 7 provides an example of unmanned aerial vehicle 700 with anon-board memory unit 750, in accordance with an aspect of the invention.The UAV may have a flight controller 720 which may generate one or morecommand signals to effect flight of the UAV. A location unit 740 may beprovided. The location unit may provide data indicative of a location ofthe UAV. The location unit may be a GPS receiver, communication modulereceiving location data from an external device, ultrasonic sensor,visual sensor, IR sensor, inertial sensor, or any other type of devicethat may be useful for determining the location of the UAV. The flightcontroller may use the location of the UAV to generate the flightcommand signal.

The memory unit 750 may include data about location of one or moreflight-restricted regions. For example, one or more on-board database ormemory 755A may be provided, storing lists of flight-restricted regionsand/or their location. In one example, coordinates of variousflight-restricted regions, such as airports, may be stored in theon-board memory of the UAV. In one example, the memory storage devicemay store latitude and longitude coordinates of many airports. Allairports in the world, continent, country, or region of the world may bestored in the memory unit. Other types of flight-restricted regions maybe stored. The coordinates may include only latitude and longitudecoordinates, may further include altitude coordinates, or may includeboundaries of flight-restricted regions. Thus information aboutflight-restricted regions, such as locations and/or associated rules,may be pre-programmed onto the UAV. In one example, every airport'slatitude and longitude coordinates may be respectively stored as a“double” data type. For instance, every airport's position may occupy 16bytes.

The UAV may be able to access the on-board memory to determine thelocation of flight-restricted regions. This may be useful in situationswhere a communication of a UAV may be inoperable or may have troubleaccessing an external source. For instance, some communication systemsmay be unreliable. In some instances, accessing on-board storedinformation may be more reliable and/or may require less powerconsumption. Accessing on-board stored information may also be fasterthan downloading the information in real-time.

In some instances, other data may be stored on-board the UAV. Forexample, databases and/or memory 755B may be provided about rulesrelating to the particular flight-restricted regions or differentjurisdictions. For example, the memory may store information on-boardabout flight rules for different jurisdictions. For example, Country Amay not permit a UAV to fly within 5 miles of an airport, while CountryB may not permit a UAV to fly within 9 miles of an airport. In anotherexample, Country A may not permit a UAV to fly within 3 miles of aschool during school hours, while Country B has no restrictions on UAVflight near schools. In some instances, the rules may be specific tojurisdictions. In some instances the rules may be specific toflight-restricted regions, regardless of jurisdiction. For example,within Country A, Airport A may not permit UAV flight anywhere within 5miles of the airport at all times, while Airport B may permit UAV flightnear the airport from 1:00-5:00 A.M. The rules may be stored on-boardthe UAV and may optionally be associated with the relevant jurisdictionsand/or flight-restricted regions.

The flight controller 720 may access the on-board memory to calculate adistance between the UAV and a flight-restricted region. The flightcontroller may use information from the location unit 740 as thelocation of the UAV, and may use information from the on-board memory750 for the flight-restricted region location. A calculation of thedistance between the UAV and flight-restricted region may be made by theflight controller, with aid of a processor.

The flight controller 720 may access on-board memory to determine aflight response measure to take. For example, the UAV may access theon-board memory about different rules. The location of the UAV and/orthe distance may be used to determine the flight response measure to betaken by the UAV in accordance with the relevant rules. For example, ifthe location of the UAV is determined to be within Country A, andAirport A is nearby, the flight controller may review the rules forCountry A and Airport A in determining the flight response measure totake. This may affect the command signal generated and sent to one ormore actuators of the UAV.

The on-board memory 750 of the UAV may be updated. For example, a mobiledevice in communication with the UAV may be used for updates. When themobile device and UAV are connected the on-board memory may be updated.The mobile device and the UAV may be updated via a wireless connection,such as a direct or indirect wireless connection. In one example, theconnection may be provided via WiFi or Bluetooth. The mobile device maybe used to control flight of the UAV and/or receive data from the UAV.Information such as flight-restricted regions, or locations/rulesassociated with the flight-restricted regions may be updated. Suchupdates may occur while the mobile device interacting with the UAV. Suchupdates may occur when the mobile device first connects with the UAV, atperiodic time intervals, when events are detected, or continuously inreal-time.

In another example, a wired connection may be provided between the UAVand an external device for providing updates to on-board memory. Forexample, a USB port or similar port on the UAV may be used to connect toa personal computer (PC), and may use PC software to update. In anotherexample, the external device may be a mobile device, or other type ofexternal device. The updates may occur when the UAV first connects tothe external device, at periodic time intervals while the wiredconnection remains, when events are detected, or continuously inreal-time while the wired connection remains.

An additional example may permit the UAV to have a communication devicefor accessing the Internet or other network. Every time the UAV starts,it can automatically check whether the on-board memory needs to beupdated. For example, every time the UAV starts, it can automaticallycheck whether information about flight-restricted regions needs to beupdated. In some embodiments, the UAV only checks whether there areupdates to be made upon being turned on. In other embodiments, the UAVmay make checks periodically, upon detected events or commands, orcontinuously.

FIG. 8A shows an example of an unmanned aerial vehicle 810 in relationto multiple flight-restricted regions 820 a, 820 b, 820 c, in accordancewith an embodiment of the invention. For example, a UAV may be flyingnear several airports or other types of flight-restricted regions. Thelocation of the flight-restricted regions may be stored on-board theUAV. Alternatively, the UAV may download or access the locations of theflight-restricted regions from off-board the UAV.

A location of the UAV may be compared with the location of the flightrestricted regions. Respective distances d1, d2, d3 may be calculated. Aflight response measure may be determined for the UAV with respect tothe flight-restricted regions based on the distances. For example, theUAV 810 may be within a first radius of a first flight-restricted region820A, which may cause the UAV to take a first flight response measure.The UAV may be within a second radius of a second flight-restrictedregion 820B, but may exceed the first radius. This may cause the UAV totake a second flight response measure.

In some instances, different jurisdictions may have different UAV no-flyprovisions. For example, different countries may have different rulesand/or some rules may be more complicated depending on jurisdiction, andmay need to be accomplished step by step. Examples of jurisdictions mayinclude, but are not limited to continents, unions, countries,states/provinces, counties, cities, towns, private property or land, orother types of jurisdictions.

The location of the UAV may be used to determine the jurisdiction withinwhich the UAV is currently located and whole rules may apply. Forexample, GPS coordinates can be used to determine the country at whichthe UAV is located, and which laws apply. For example, Country A mayprohibit flight of a UAV within 5 miles of an airport, while Country Bmay prohibit flight within 6 miles of an airport. Then after theaircraft obtains GPS coordinates, it can determine whether it iscurrently located within Country A or Country B. Based on thisdetermination, it may assess whether the flight restrictions are in play5 miles or 6 miles, and may take a flight response measure accordingly.

For example, a boundary between jurisdictions 830 may be provided. TheUAV may be determined to fall within Country A which is to the right ofthe boundary, based on the UAV location. Country B may be to the left ofthe boundary and may have different rules from Country A. In oneexample, the location of the UAV may be determined using any of thelocation techniques described elsewhere herein. Coordinates of the UAVmay be calculated. In some instances, an on-board memory of the UAV mayinclude boundaries for different jurisdiction. For example, the UAV maybe able to access on-board memory to determine which jurisdiction theUAV falls within, based on its location. In other examples, informationabout the different jurisdictions may be stored off-board. For example,the UAV may communicate externally to determine which jurisdiction intowhich the UAV falls.

Rules associated with various jurisdictions may be accessed fromon-board memory of the UAV. Alternatively, the rules may be downloadedor accessed from a device or network outside the UAV. In one example,Country A and Country B may have different rules. For example, CountryA, within which the UAV 810 is located, may not permit UAVs to flywithin 10 miles of an airport. Country B may not permit UAVs to flywithin 5 miles of an airport. In one example, a UAV may currently have adistance d2 9 miles from Airport B 820B. The UAV may have a distance d37 miles from Airport C 820C. Since the UAV is in Country A, the UAV mayneed to take measures in response to its 9 mile proximity to Airport B,which falls within the 10 mile threshold. However, if the UAV was inCountry B, no flight response measures may be required. Since Airport Bis located in Country B, no flight response measure may be required bythe UAV, since it is beyond the 5 mile threshold applicable in CountryB.

Thus, the UAV may be able to access information about the jurisdictioninto which the UAV falls and/or applicable flight rules for the UAV. Theno-fly rules that are applicable may be used in conjunction with thedistance/location information to determine whether a flight responsemeasure is needed and/or which flight response measure should be taken.

An optional flight limitation feature may be provided for the UAV. Theflight limitation feature may permit the UAV to fly only within apredetermined region. The predetermined region may include an altitudelimitation. The predetermined region may include a lateral (e.g.,latitude and/or longitude) limitation. The predetermined region may bewithin a defined three-dimensional space. Alternatively, thepredetermined region may be within a defined two-dimensional spacewithout a limitation in the third dimension (e.g., within an areawithout an altitude limitation).

The predetermined region may be defined relative to a reference point.For example, the UAV may only fly within a particular distance of thereference point. In some instances, the reference point may be a homepoint for the UAV. The home point may be an origination point for theUAV during a flight. For example, when the UAV takes off, it mayautomatically assign its home point as the take-off location. The homepoint may be a point that is entered or pre-programmed into the UAV. Forexample, a user may define a particular location as the home-point.

The predetermined region may have any shape or dimension. For example,the predetermined region may have a hemi-spherical shape. For instance,any region falling within a predetermined distance threshold from areference point may be determined to be within the predetermined region.The radius of the hemi-sphere may be the predetermined distancethreshold. In another example, the predetermined region may have acylindrical shape. For instance, any region falling within apredetermined threshold from a reference point laterally may bedetermined to be within the predetermined region. An altitude limit maybe provided as the top of the cylindrical predetermined region. Aconical shape may be provided for a predetermined region. As a UAV movesaway laterally from the reference point, the UAV may be permitted to flyhigher and higher (ceiling), or may have a higher and higher minimumheight requirement (floor). In another example, the predetermined regionmay have a prismatic shape. For instance, any region falling within analtitude range, a longitude range, and a latitude range may bedetermined to be within the predetermined region. Any other shapes ofpredetermined region in which a UAV may fly may be provided.

In one example, one or more boundaries of the predetermined region maybe defined by a geo-fence. The geo-fence may be a virtual perimeter fora real-world geographic area. The geo-fence may be pre-programmed orpre-defined. The geo-fence may have any shape. The geo-fence may includea neighborhood, or follow any boundary. Data about the geo-fence and/orany other predetermined region may be stored locally on-board the UAV.Alternatively, the data may be stored off-board and may be accessed bythe UAV.

FIG. 8B shows an example of a flight limitation feature in accordancewith an embodiment of the invention. A reference point 850, which may bea home point may be provided. The UAV may not be able to fly beyond apredetermined height h. The height may have any distance threshold limitas described elsewhere herein. In one example, the height may be no morethan 1300 feet or 400 m. In other examples, the height limit may be lessthan or equal to about 50 feet, 100 feet, 200 feet, 300 feet, 400 feet,500 feet, 600 feet, 700 feet, 800 feet, 900 feet, 1000 feet, 1100 feet,1200 feet, 1300 feet, 1400 feet, 1500 feet, 1600 feet, 1700 feet, 1800feet, 1900 feet, 2000 feet, 2200 feet, 2500 feet, 2700 feet, 3000 feet,3500 feet, 4000 feet, 5000 feet, 6000 feet, 7000 feet, 8000 feet, 9000feet, 10,000 feet, 12,000 feet, 15,000 feet, 20,000 feet, 25,000 feet,or 30,000 feet. Alternatively, the height limit may be greater than orequal to any of the height limits described.

The UAV may not be able to fly beyond a predetermined distance drelative to the reference point. The distance may have any distancethreshold limit as described elsewhere herein. In one example, theheight may be no more than 1 mile or 1.6 km. In other examples, thedistance limit may be less than or equal to about 0.01 miles, 0.05miles, 0.1 miles, 0.3 miles, 0.5 miles, 0.7 miles, 0.9 miles, 1 mile,1.2 miles, 1.5 miles, 1.7 miles, 2 miles, 2.5 miles, 3 miles, 3.5 miles,4 miles, 4.5 miles, 5 miles, 5.5 miles, 6 miles, 6.5 miles, 7 miles, 7.5miles, 8 miles, 8.5 miles, 9 miles, 9.5 miles, 10 miles, 11 miles, 12miles, 13 miles, 14 miles, 15 miles, 16 miles, 17 miles, 18 miles, 19miles, 20 miles, 25 miles, 30 miles, 35 miles, 40 miles, 45 miles, 50miles. Alternatively, the distance limit may be greater than or equal toany of the distance limits described. The distance limit may be greaterthan or equal to the height limit. Alternatively, the distance limit maybe less than or equal to the height limit.

The predetermined region within which the UAV may fly may be acylindrical region with the reference point 850 at the center of acircular cross-section 860. The circular cross-section may have a radiusthat is the predetermined distance d. The height of the predeterminedregion may be the height h. The height of the predetermined region maybe the length of the cylindrical region. Alternatively, any other shape,including those described elsewhere herein, may be provided.

The height and/or distance limits may be set to default values. A usermay or may not be able to alter the default values. For example, a usermay be able to enter in new values for the flight limitation dimensions.In some instances, a software may be provided that may assist the userin entering new flight limitation dimensions. In some instances,information about flight-restricted regions may be accessible and usedto advise the user in entering flight limitation dimensions. In someinstances, the software may prevent the user from entering particularflight limitation dimensions if they are in contradiction with one ormore flight regulations or rules. In some instances, a graphical tool oraid may be provided which may graphically depict the flight limitationdimensions and/or shapes. For example, a user may see a cylindricalflight limitation region, and the various dimensions.

In some instances, flight regulations or rules may trump flightlimitation dimensions set up by a user. For example, if a user defines aradius of 2 miles for an aircraft to fly, but there is an airport within1 mile of the home point, the flight response measures pertaining toflight-restricted regions may apply.

The UAV may be able to fly freely within the predetermined flightlimitation region. If the UAV is nearing an edge of the flightlimitation region, an alert may be provided to a user. For example, ifthe UAV is within several hundred feet of the edge of the flightlimitation region, the user may be alerted and given an opportunity totake evasive action. Any other distance threshold, such as thosedescribed elsewhere herein, may be used to determine whether the UAV isnear the edge of the flight limitation region. If the UAV continues onto the edge of the flight limitation region, the UAV may be forced toturn around to stay within the flight limitation region. Alternatively,if the UAV passes out of the flight limitation region, the UAV may beforced to land. A user may still be able to control the UAV in a limitedmanner but the altitude may decrease.

A UAV may determine where it is relative to the predetermined flightregion using any location system as described elsewhere herein. In someinstances, a combination of sensors may be used to determine a locationof a UAV. In one example, the UAV may use GPS to determine its location,and follow the one or more flight rules as described herein. If the GPSsignal is lost, the UAV may employ other sensors to determine itslocation. In some instances, the other sensors may be used to determinea local location of the UAV. If the GPS signal is lost, the UAV mayfollow a set of flight rules that may come into effect when the GPSsignal is lost. This may include lowering the altitude of the UAV. Thismay include reducing the size of the predetermined region within whichthe UAV may fly. This may optionally including landing the UAV, and/oralerting the user of the loss of GPS connection for the UAV.

A flight limitation feature may be an optional feature. Alternatively,it may be built into a UAV. A user may or may not be able to turn theflight limitation feature on or off. Using a flight limitation featuremay advantageously permit the UAV to fly freely within a known region.If anything were to happen to the UAV or the user lose visual sight orcontact with the UAV, the user may be able to find the UAV more easily.Furthermore, the user may know that the UAV has not wandered into aflight-restricted region or other dangerous region. The flightlimitation feature may also increase the likelihood that goodcommunications will be provided between a remote controller and the UAV,and reduce likelihood of loss of control.

The systems, devices, and methods described herein can be applied to awide variety of movable objects. As previously mentioned, anydescription herein of a UAV may apply to and be used for any movableobject. Any description herein of a UAV may apply to any aerial vehicle.A movable object of the present invention can be configured to movewithin any suitable environment, such as in air (e.g., a fixed-wingaircraft, a rotary-wing aircraft, or an aircraft having neither fixedwings nor rotary wings), in water (e.g., a ship or a submarine), onground (e.g., a motor vehicle, such as a car, truck, bus, van,motorcycle, bicycle; a movable structure or frame such as a stick,fishing pole; or a train), under the ground (e.g., a subway), in space(e.g., a spaceplane, a satellite, or a probe), or any combination ofthese environments. The movable object can be a vehicle, such as avehicle described elsewhere herein. In some embodiments, the movableobject can be carried by a living subject, or take off from a livingsubject, such as a human or an animal. Suitable animals can includeavines, canines, felines, equines, bovines, ovines, porcines, delphines,rodents, or insects.

The movable object may be capable of moving freely within theenvironment with respect to six degrees of freedom (e.g., three degreesof freedom in translation and three degrees of freedom in rotation).Alternatively, the movement of the movable object can be constrainedwith respect to one or more degrees of freedom, such as by apredetermined path, track, or orientation. The movement can be actuatedby any suitable actuation mechanism, such as an engine or a motor. Theactuation mechanism of the movable object can be powered by any suitableenergy source, such as electrical energy, magnetic energy, solar energy,wind energy, gravitational energy, chemical energy, nuclear energy, orany suitable combination thereof. The movable object may beself-propelled via a propulsion system, as described elsewhere herein.The propulsion system may optionally run on an energy source, such aselectrical energy, magnetic energy, solar energy, wind energy,gravitational energy, chemical energy, nuclear energy, or any suitablecombination thereof. Alternatively, the movable object may be carried bya living being.

In some instances, the movable object can be a vehicle. Suitablevehicles may include water vehicles, aerial vehicles, space vehicles, orground vehicles. For example, aerial vehicles may be fixed-wing aircraft(e.g., airplane, gliders), rotary-wing aircraft (e.g., helicopters,rotorcraft), aircraft having both fixed wings and rotary wings, oraircraft having neither (e.g., blimps, hot air balloons). A vehicle canbe self-propelled, such as self-propelled through the air, on or inwater, in space, or on or under the ground. A self-propelled vehicle canutilize a propulsion system, such as a propulsion system including oneor more engines, motors, wheels, axles, magnets, rotors, propellers,blades, nozzles, or any suitable combination thereof. In some instances,the propulsion system can be used to enable the movable object to takeoff from a surface, land on a surface, maintain its current positionand/or orientation (e.g., hover), change orientation, and/or changeposition.

The movable object can be controlled remotely by a user or controlledlocally by an occupant within or on the movable object. In someembodiments, the movable object is an unmanned movable object, such as aUAV. An unmanned movable object, such as a UAV, may not have an occupantonboard the movable object. The movable object can be controlled by ahuman or an autonomous control system (e.g., a computer control system),or any suitable combination thereof. The movable object can be anautonomous or semi-autonomous robot, such as a robot configured with anartificial intelligence.

The movable object can have any suitable size and/or dimensions. In someembodiments, the movable object may be of a size and/or dimensions tohave a human occupant within or on the vehicle. Alternatively, themovable object may be of size and/or dimensions smaller than thatcapable of having a human occupant within or on the vehicle. The movableobject may be of a size and/or dimensions suitable for being lifted orcarried by a human. Alternatively, the movable object may be larger thana size and/or dimensions suitable for being lifted or carried by ahuman. In some instances, the movable object may have a maximumdimension (e.g., length, width, height, diameter, diagonal) of less thanor equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Themaximum dimension may be greater than or equal to about: 2 cm, 5 cm, 10cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance betweenshafts of opposite rotors of the movable object may be less than orequal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.Alternatively, the distance between shafts of opposite rotors may begreater than or equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m,or 10 m.

In some embodiments, the movable object may have a volume of less than100 cm×100 cm×100 cm, less than 50 cm×50 cm x 30 cm, or less than 5 cm×5cm x 3 cm. The total volume of the movable object may be less than orequal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm,500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³, 1 m³, or10 m³. Conversely, the total volume of the movable object may be greaterthan or equal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40cm³, 50 cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³,300 cm, 500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³, 1m³, or 10 m³.

In some embodiments, the movable object may have a footprint (which mayrefer to the lateral cross-sectional area encompassed by the movableobject) less than or equal to about: 32,000 cm², 20,000 cm², 10,000 cm²,1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm². Conversely, thefootprint may be greater than or equal to about: 32,000 cm², 20,000 cm²,10,000 cm², 1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm².

In some instances, the movable object may weigh no more than 1000 kg.The weight of the movable object may be less than or equal to about:1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg,8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg,or 0.01 kg. Conversely, the weight may be greater than or equal toabout: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1kg, 0.05 kg, or 0.01 kg.

In some embodiments, a movable object may be small relative to a loadcarried by the movable object. The load may include a payload and/or acarrier, as described in further detail elsewhere herein. In someexamples, a ratio of a movable object weight to a load weight may begreater than, less than, or equal to about 1:1. In some instances, aratio of a movable object weight to a load weight may be greater than,less than, or equal to about 1:1. Optionally, a ratio of a carrierweight to a load weight may be greater than, less than, or equal toabout 1:1. When desired, the ratio of an movable object weight to a loadweight may be less than or equal to: 1:2, 1:3, 1:4, 1:5, 1:10, or evenless. Conversely, the ratio of a movable object weight to a load weightcan also be greater than or equal to: 2:1, 3:1, 4:1, 5:1, 10:1, or evengreater.

In some embodiments, the movable object may have low energy consumption.For example, the movable object may use less than about: 5 W/h, 4 W/h, 3W/h, 2 W/h, 1 W/h, or less. In some instances, a carrier of the movableobject may have low energy consumption. For example, the carrier may useless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less. Optionally,a payload of the movable object may have low energy consumption, such asless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less.

FIG. 9 illustrates an unmanned aerial vehicle (UAV) 900, in accordancewith embodiments of the present invention. The UAV may be an example ofa movable object as described herein. The UAV 900 can include apropulsion system having four rotors 902, 904, 906, and 908. Any numberof rotors may be provided (e.g., one, two, three, four, five, six, ormore). The rotors, rotor assemblies, or other propulsion systems of theunmanned aerial vehicle may enable the unmanned aerial vehicle tohover/maintain position, change orientation, and/or change location. Thedistance between shafts of opposite rotors can be any suitable length910. For example, the length 910 can be less than or equal to 1 m, orless than equal to 5 m. In some embodiments, the length 910 can bewithin a range from 1 cm to 7 m, from 70 cm to 2 m, or from 5 cm to 5 m.Any description herein of a UAV may apply to a movable object, such as amovable object of a different type, and vice versa. The UAV may use anassisted takeoff system or method as described herein.

In some embodiments, the movable object can be configured to carry aload. The load can include one or more of passengers, cargo, equipment,instruments, and the like. The load can be provided within a housing.The housing may be separate from a housing of the movable object, or bepart of a housing for a movable object. Alternatively, the load can beprovided with a housing while the movable object does not have ahousing. Alternatively, portions of the load or the entire load can beprovided without a housing. The load can be rigidly fixed relative tothe movable object. Optionally, the load can be movable relative to themovable object (e.g., translatable or rotatable relative to the movableobject). The load can include a payload and/or a carrier, as describedelsewhere herein.

In some embodiments, the movement of the movable object, carrier, andpayload relative to a fixed reference frame (e.g., the surroundingenvironment) and/or to each other, can be controlled by a terminal. Theterminal can be a remote control device at a location distant from themovable object, carrier, and/or payload. The terminal can be disposed onor affixed to a support platform. Alternatively, the terminal can be ahandheld or wearable device. For example, the terminal can include asmartphone, tablet, laptop, computer, glasses, gloves, helmet,microphone, or suitable combinations thereof. The terminal can include auser interface, such as a keyboard, mouse, joystick, touchscreen, ordisplay. Any suitable user input can be used to interact with theterminal, such as manually entered commands, voice control, gesturecontrol, or position control (e.g., via a movement, location or tilt ofthe terminal).

The terminal can be used to control any suitable state of the movableobject, carrier, and/or payload. For example, the terminal can be usedto control the position and/or orientation of the movable object,carrier, and/or payload relative to a fixed reference from and/or toeach other. In some embodiments, the terminal can be used to controlindividual elements of the movable object, carrier, and/or payload, suchas the actuation assembly of the carrier, a sensor of the payload, or anemitter of the payload. The terminal can include a wirelesscommunication device adapted to communicate with one or more of themovable object, carrier, or payload.

The terminal can include a suitable display unit for viewing informationof the movable object, carrier, and/or payload. For example, theterminal can be configured to display information of the movable object,carrier, and/or payload with respect to position, translationalvelocity, translational acceleration, orientation, angular velocity,angular acceleration, or any suitable combinations thereof. In someembodiments, the terminal can display information provided by thepayload, such as data provided by a functional payload (e.g., imagesrecorded by a camera or other image capturing device).

Optionally, the same terminal may both control the movable object,carrier, and/or payload, or a state of the movable object, carrierand/or payload, as well as receive and/or display information from themovable object, carrier and/or payload. For example, a terminal maycontrol the positioning of the payload relative to an environment, whiledisplaying image data captured by the payload, or information about theposition of the payload. Alternatively, different terminals may be usedfor different functions. For example, a first terminal may controlmovement or a state of the movable object, carrier, and/or payload whilea second terminal may receive and/or display information from themovable object, carrier, and/or payload. For example, a first terminalmay be used to control the positioning of the payload relative to anenvironment while a second terminal displays image data captured by thepayload. Various communication modes may be utilized between a movableobject and an integrated terminal that both controls the movable objectand receives data, or between the movable object and multiple terminalsthat both control the movable object and receives data. For example, atleast two different communication modes may be formed between themovable object and the terminal that both controls the movable objectand receives data from the movable object.

FIG. 10 illustrates a movable object 1000 including a carrier 1002 and apayload 1004, in accordance with embodiments. Although the movableobject 1000 is depicted as an aircraft, this depiction is not intendedto be limiting, and any suitable type of movable object can be used, aspreviously described herein. One of skill in the art would appreciatethat any of the embodiments described herein in the context of aircraftsystems can be applied to any suitable movable object (e.g., an UAV). Insome instances, the payload 1004 may be provided on the movable object1000 without requiring the carrier 1002. The movable object 1000 mayinclude propulsion mechanisms 1006, a sensing system 1008, and acommunication system 1010.

The propulsion mechanisms 1006 can include one or more of rotors,propellers, blades, engines, motors, wheels, axles, magnets, or nozzles,as previously described. The movable object may have one or more, two ormore, three or more, or four or more propulsion mechanisms. Thepropulsion mechanisms may all be of the same type. Alternatively, one ormore propulsion mechanisms can be different types of propulsionmechanisms. The propulsion mechanisms 1006 can be mounted on the movableobject 1000 using any suitable means, such as a support element (e.g., adrive shaft) as described elsewhere herein. The propulsion mechanisms1006 can be mounted on any suitable portion of the movable object 1000,such on the top, bottom, front, back, sides, or suitable combinationsthereof.

In some embodiments, the propulsion mechanisms 1006 can enable themovable object 1000 to take off vertically from a surface or landvertically on a surface without requiring any horizontal movement of themovable object 1000 (e.g., without traveling down a runway). Optionally,the propulsion mechanisms 1006 can be operable to permit the movableobject 1000 to hover in the air at a specified position and/ororientation. One or more of the propulsion mechanisms 1000 may becontrolled independently of the other propulsion mechanisms.

Alternatively, the propulsion mechanisms 1000 can be configured to becontrolled simultaneously. For example, the movable object 1000 can havemultiple horizontally oriented rotors that can provide lift and/orthrust to the movable object. The multiple horizontally oriented rotorscan be actuated to provide vertical takeoff, vertical landing, andhovering capabilities to the movable object 1000. In some embodiments,one or more of the horizontally oriented rotors may spin in a clockwisedirection, while one or more of the horizontally rotors may spin in acounterclockwise direction. For example, the number of clockwise rotorsmay be equal to the number of counterclockwise rotors. The rotation rateof each of the horizontally oriented rotors can be varied independentlyin order to control the lift and/or thrust produced by each rotor, andthereby adjust the spatial disposition, velocity, and/or acceleration ofthe movable object 1000 (e.g., with respect to up to three degrees oftranslation and up to three degrees of rotation).

The sensing system 1008 can include one or more sensors that may sensethe spatial disposition, velocity, and/or acceleration of the movableobject 1000 (e.g., with respect to up to three degrees of translationand up to three degrees of rotation). The one or more sensors caninclude global positioning system (GPS) sensors, motion sensors,inertial sensors, proximity sensors, or image sensors. The sensing dataprovided by the sensing system 1008 can be used to control the spatialdisposition, velocity, and/or orientation of the movable object 1000(e.g., using a suitable processing unit and/or control module, asdescribed below). Alternatively, the sensing system 1008 can be used toprovide data regarding the environment surrounding the movable object,such as weather conditions, proximity to potential obstacles, locationof geographical features, location of manmade structures, and the like.

The communication system 1010 enables communication with terminal 1012having a communication system 1014 via wireless signals 1016. Thecommunication systems 1010, 1014 may include any number of transmitters,receivers, and/or transceivers suitable for wireless communication. Thecommunication may be one-way communication, such that data can betransmitted in only one direction. For example, one-way communicationmay involve only the movable object 1000 transmitting data to theterminal 1012, or vice-versa. The data may be transmitted from one ormore transmitters of the communication system 1010 to one or morereceivers of the communication system 1012, or vice-versa.Alternatively, the communication may be two-way communication, such thatdata can be transmitted in both directions between the movable object1000 and the terminal 1012. The two-way communication can involvetransmitting data from one or more transmitters of the communicationsystem 1010 to one or more receivers of the communication system 1014,and vice-versa.

In some embodiments, the terminal 1012 can provide control data to oneor more of the movable object 1000, carrier 1002, and payload 1004 andreceive information from one or more of the movable object 1000, carrier1002, and payload 1004 (e.g., position and/or motion information of themovable object, carrier or payload; data sensed by the payload such asimage data captured by a payload camera). In some instances, controldata from the terminal may include instructions for relative positions,movements, actuations, or controls of the movable object, carrier and/orpayload. For example, the control data may result in a modification ofthe location and/or orientation of the movable object (e.g., via controlof the propulsion mechanisms 1006), or a movement of the payload withrespect to the movable object (e.g., via control of the carrier 1002).The control data from the terminal may result in control of the payload,such as control of the operation of a camera or other image capturingdevice (e.g., taking still or moving pictures, zooming in or out,turning on or off, switching imaging modes, change image resolution,changing focus, changing depth of field, changing exposure time,changing viewing angle or field of view). In some instances, thecommunications from the movable object, carrier and/or payload mayinclude information from one or more sensors (e.g., of the sensingsystem 1008 or of the payload 1004). The communications may includesensed information from one or more different types of sensors (e.g.,GPS sensors, motion sensors, inertial sensor, proximity sensors, orimage sensors). Such information may pertain to the position (e.g.,location, orientation), movement, or acceleration of the movable object,carrier and/or payload. Such information from a payload may include datacaptured by the payload or a sensed state of the payload. The controldata provided transmitted by the terminal 1012 can be configured tocontrol a state of one or more of the movable object 1000, carrier 1002,or payload 1004. Alternatively or in combination, the carrier 1002 andpayload 1004 can also each include a communication module configured tocommunicate with terminal 1012, such that the terminal can communicatewith and control each of the movable object 1000, carrier 1002, andpayload 1004 independently.

In some embodiments, the movable object 1000 can be configured tocommunicate with another remote device in addition to the terminal 1012,or instead of the terminal 1012. The terminal 1012 may also beconfigured to communicate with another remote device as well as themovable object 1000. For example, the movable object 1000 and/orterminal 1012 may communicate with another movable object, or a carrieror payload of another movable object. When desired, the remote devicemay be a second terminal or other computing device (e.g., computer,laptop, tablet, smartphone, or other mobile device). The remote devicecan be configured to transmit data to the movable object 1000, receivedata from the movable object 1000, transmit data to the terminal 1012,and/or receive data from the terminal 1012. Optionally, the remotedevice can be connected to the Internet or other telecommunicationsnetwork, such that data received from the movable object 1000 and/orterminal 1012 can be uploaded to a website or server.

FIG. 11 is a schematic illustration by way of block diagram of a system1100 for controlling a movable object, in accordance with embodiments.The system 1100 can be used in combination with any suitable embodimentof the systems, devices, and methods disclosed herein. The system 1100can include a sensing module 1102, processing unit 1104, non-transitorycomputer readable medium 1106, control module 1108, and communicationmodule 1110.

The sensing module 1102 can utilize different types of sensors thatcollect information relating to the movable objects in different ways.Different types of sensors may sense different types of signals orsignals from different sources. For example, the sensors can includeinertial sensors, GPS sensors, proximity sensors (e.g., lidar), orvision/image sensors (e.g., a camera). The sensing module 1102 can beoperatively coupled to a processing unit 1104 having a plurality ofprocessors. In some embodiments, the sensing module can be operativelycoupled to a transmission module 1112 (e.g., a Wi-Fi image transmissionmodule) configured to directly transmit sensing data to a suitableexternal device or system. For example, the transmission module 1112 canbe used to transmit images captured by a camera of the sensing module1102 to a remote terminal.

The processing unit 1104 can have one or more processors, such as aprogrammable processor (e.g., a central processing unit (CPU)). Theprocessing unit 1104 can be operatively coupled to a non-transitorycomputer readable medium 1106. The non-transitory computer readablemedium 1106 can store logic, code, and/or program instructionsexecutable by the processing unit 1104 for performing one or more steps.The non-transitory computer readable medium can include one or morememory units (e.g., removable media or external storage such as an SDcard or random access memory (RAM)). In some embodiments, data from thesensing module 1102 can be directly conveyed to and stored within thememory units of the non-transitory computer readable medium 1106. Thememory units of the non-transitory computer readable medium 1106 canstore logic, code and/or program instructions executable by theprocessing unit 1104 to perform any suitable embodiment of the methodsdescribed herein. For example, the processing unit 1104 can beconfigured to execute instructions causing one or more processors of theprocessing unit 1104 to analyze sensing data produced by the sensingmodule. The memory units can store sensing data from the sensing moduleto be processed by the processing unit 1104. In some embodiments, thememory units of the non-transitory computer readable medium 1106 can beused to store the processing results produced by the processing unit1104.

In some embodiments, the processing unit 1104 can be operatively coupledto a control module 1108 configured to control a state of the movableobject. For example, the control module 1108 can be configured tocontrol the propulsion mechanisms of the movable object to adjust thespatial disposition, velocity, and/or acceleration of the movable objectwith respect to six degrees of freedom. Alternatively or in combination,the control module 1108 can control one or more of a state of a carrier,payload, or sensing module.

The processing unit 1104 can be operatively coupled to a communicationmodule 1110 configured to transmit and/or receive data from one or moreexternal devices (e.g., a terminal, display device, or other remotecontroller). Any suitable means of communication can be used, such aswired communication or wireless communication. For example, thecommunication module 1110 can utilize one or more of local area networks(LAN), wide area networks (WAN), infrared, radio, WiFi, point-to-point(P2P) networks, telecommunication networks, cloud communication, and thelike. Optionally, relay stations, such as towers, satellites, or mobilestations, can be used. Wireless communications can be proximitydependent or proximity independent. In some embodiments, line-of-sightmay or may not be required for communications. The communication module1110 can transmit and/or receive one or more of sensing data from thesensing module 1102, processing results produced by the processing unit1104, predetermined control data, user commands from a terminal orremote controller, and the like.

The components of the system 1100 can be arranged in any suitableconfiguration. For example, one or more of the components of the system1100 can be located on the movable object, carrier, payload, terminal,sensing system, or an additional external device in communication withone or more of the above. Additionally, although FIG. 11 depicts asingle processing unit 1104 and a single non-transitory computerreadable medium 1106, one of skill in the art would appreciate that thisis not intended to be limiting, and that the system 1100 can include aplurality of processing units and/or non-transitory computer readablemedia. In some embodiments, one or more of the plurality of processingunits and/or non-transitory computer readable media can be situated atdifferent locations, such as on the movable object, carrier, payload,terminal, sensing module, additional external device in communicationwith one or more of the above, or suitable combinations thereof, suchthat any suitable aspect of the processing and/or memory functionsperformed by the system 1100 can occur at one or more of theaforementioned locations.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

What is claimed is:
 1. An unmanned aerial vehicle comprising: one or more processors individually or collectively configured to (1) obtain a location of the unmanned aerial vehicle, (2) calculate a distance between the location of the unmanned aerial vehicle and a location of a flight restricted region, and (3) assess whether the distance falls within a distance threshold; and one or more propulsion units in communication with the one or more processors, the one or more propulsion units configured to (1) permit the unmanned aerial vehicle to take off when the distance exceeds the distance threshold and (2) prevent the unmanned aerial vehicle from taking off when the distance falls within the distance threshold.
 2. The unmanned aerial vehicle of claim 1, wherein the location of the unmanned aerial vehicle comprises coordinates of the unmanned aerial vehicle at rest on a surface.
 3. The unmanned aerial vehicle of claim 1, wherein the location of the unmanned aerial vehicle comprises coordinates of an external device in communication with the unmanned aerial vehicle.
 4. The unmanned aerial vehicle of claim 3, wherein the coordinates of the external device are received with aid of a GPS signal at the external device.
 5. The unmanned aerial vehicle of claim 3, wherein the external device is a mobile terminal capable of receiving data from the unmanned aerial vehicle.
 6. The unmanned aerial vehicle of claim 5, wherein the mobile terminal is capable of transmitting control data to the unmanned aerial vehicle and controlling flight of the unmanned aerial vehicle.
 7. The unmanned aerial vehicle of claim 1, wherein the location of the unmanned aerial vehicle is received with aid of a GPS signal at the unmanned aerial vehicle.
 8. The unmanned aerial vehicle of claim 1, further comprising a local memory that stores the location of the flight-restricted region and further stores locations for a plurality of flight-restricted regions.
 9. The unmanned aerial vehicle of claim 8, wherein the local memory is updated with the locations of the plurality of flight restricted regions when the unmanned aerial vehicle communicates with an external device via a wired or wireless connection.
 10. The unmanned aerial vehicle of claim 8, wherein the local memory is updated with the locations of the plurality of flight restricted regions when the unmanned aerial vehicle communicates with a communication network.
 11. The unmanned aerial vehicle of claim 1, wherein the flight-restricted region is an airport.
 12. The unmanned aerial vehicle of claim 1, wherein the distance is calculated at specified time intervals when the unmanned aerial vehicle is turned on.
 13. The unmanned aerial vehicle of claim 1, wherein the location of the flight restricted region is selected from a plurality of possible flight restricted regions based on proximity of the unmanned aerial vehicle to each of the plurality of possible flight restricted regions.
 14. The unmanned aerial vehicle of claim 1, wherein the distance threshold is about 5 miles.
 15. A method for evaluating a takeoff condition for an unmanned aerial vehicle, said method comprising: assessing a location of the unmanned aerial vehicle of claim 1; assessing the location of the flight restricted region; calculating, with aid of the one or more processors, the distance between the unmanned aerial vehicle and the flight restricted region using the location of the unmanned aerial vehicle and the location of the flight restricted region; assessing, with aid of the one or more processors, whether the distance falls within the distance threshold; and preventing the unmanned aerial vehicle from taking off when the distance falls within the distance threshold.
 16. An unmanned aerial vehicle comprising: one or more processors individually or collectively configured to (1) obtain a location of the unmanned aerial vehicle, (2) calculate a distance between the location of the unmanned aerial vehicle and a location of a flight restricted region, and (3) assess whether the distance falls within a distance threshold; and one or more propulsion units in communication with the one or more processors, the one or more propulsion units configured to automatically land the unmanned aerial vehicle when the distance falls within the distance threshold.
 17. The unmanned aerial vehicle of claim 16, wherein the location of the unmanned aerial vehicle is received with aid of a GPS signal at the unmanned aerial vehicle.
 18. The unmanned aerial vehicle of claim 16, further comprising a local memory that stores the location of the flight-restricted region and further stores locations for a plurality of flight-restricted regions.
 19. The unmanned aerial vehicle of claim 18, wherein the local memory is updated with the locations of the plurality of flight restricted regions when the unmanned aerial vehicle communicates with an external device via a wired or wireless connection.
 20. The unmanned aerial vehicle of claim 18, wherein the local memory is updated with the locations of the plurality of flight restricted regions when the unmanned aerial vehicle communicates with a communication network.
 21. The unmanned aerial vehicle of claim 16, wherein the flight-restricted region is an airport.
 22. The unmanned aerial vehicle of claim 16, wherein the distance is calculated at specified time intervals when the unmanned aerial vehicle is turned on.
 23. The unmanned aerial vehicle of claim 16, wherein the location of the flight restricted region is selected from a plurality of possible flight restricted regions based on proximity of the unmanned aerial vehicle to each of the plurality of possible flight restricted regions.
 24. The unmanned aerial vehicle of claim 16, wherein the unmanned aerial vehicle is landed immediately when the distance falls within the distance threshold.
 25. The unmanned aerial vehicle of claim 16, wherein the unmanned aerial vehicle is landed after a time period if the unmanned aerial vehicle has not been landed by an operator.
 26. The unmanned aerial vehicle of claim 16, wherein the location of the unmanned aerial vehicle includes coordinates of an external device in communication with the unmanned aerial vehicle.
 27. The unmanned aerial vehicle of claim 26, wherein the coordinates of the external device are received with aid of a GPS signal at the external device.
 28. The unmanned aerial vehicle of claim 26, wherein the external device is a mobile terminal capable of receiving data from the unmanned aerial vehicle.
 29. The unmanned aerial vehicle of claim 28, wherein the mobile terminal is capable of transmitting control data to the unmanned aerial vehicle and controlling flight of the unmanned aerial vehicle.
 30. A method for assessing flight response of an unmanned aerial vehicle, said method comprising: assessing the location of the unmanned aerial vehicle of claim 16; assessing the location of the flight restricted region; calculating, with aid of the one or more processors, the distance between the unmanned aerial vehicle and the flight restricted region using the location of the unmanned aerial vehicle and the location of the flight restricted region; assessing, with aid of the one or more processors, whether the distance falls within the distance threshold; and instructing, with aid of the one or more processors, the unmanned aerial vehicle to land when the distance falls within the distance threshold. 